FR3102129A1 - Rail braking system comprising a braking linkage and rail vehicle provided with such a system - Google Patents

Abstract

The invention relates to a railway braking system for a railway vehicle, comprising a braking linkage, a service and / or parking brake configured to act on at least one braking member of said 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 force transmission link ( 50) mechanically secured by a first end (71) to a support of said vehicle and by a second end (72) opposite said first end to said at least one lining support, said at least one lining support comprises an attachment tab (80) ) provided with a housing (82) and a mounting member (81) housed in said housing (82), and said at least one force transmission link is rotatably mounted by its second end in said gold assembly line. (Figure 5)

Description

Rail braking system comprising a brake linkage and rail vehicle provided with such a system

Technical field of the invention

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 with at least one lining, provided with a braking linkage and a service and / or parking brake configured to act on the braking members of the vehicle, such as as for example brake discs, via the brake linkage.

State of the art

So-called 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 movable under the effect of a pressurized fluid, the displacement 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.

Such a braking system is mounted on the rail vehicle, to be in contact with the brake discs or else the wheels. In particular, it can be secured mechanically on a bogie, or else on an axle fixed to the bogie, or even on 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 least displacements, of the braking linkage relative to the brake disc of the vehicle, thus causing irregular wear of the lining.

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

The subject of the invention is thus, in a first aspect, a railway braking system for a railway vehicle, comprising a braking linkage, a service and / or parking brake configured to act on at least one braking member of said railway vehicle. by means of said braking linkage, which is provided with at least one device having at least one lining support and at least one lining mechanically secured to said at least one lining support, and at least one force transmission link mechanically secured by a first end to a support of said vehicle and by a second end opposite to said first end to said at least one lining support, characterized in that said at least one lining support comprises an attachment tab provided with a housing and a mounting member housed in said housing, and said at least one force transmission link is rotatably mounted by its second ext remitted in said assembly member.

Thanks to the mounting member which is mounted in the mounting bracket housing without substantial play, the link has neither horizontal play nor vertical play with respect to the liner carrier.

This makes it possible to limit the tilting type movements of the rail braking system relative to the vehicle braking member and thus to avoid misalignment of the lining support and therefore of the linings relative to this braking member.

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

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

Said at least one force transmission link may have a shape that is substantially L, or S, or H, or Y.

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

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

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

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

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

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

Said linkage may comprise at least one lever extending from said service and / or parking brake to said device to which it is fixed at the level of an attachment zone of said at least one lining support, said at least one lever being configured to transmit an application force of said service and / or parking brake on said device, and said at least one force transmission link can be fixed in the immediate vicinity of said attachment zone of said at least one lever .

Said at least one trim support may be provided with a lower base and an assembly axis mounted movably in rotation between said attachment tab and said lower base, said lever being mechanically secured to said assembly axis.

Said mounting axis can be interposed between said mounting member and a stop member located at said lower base.

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

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

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

Said attachment area may be between approximately 0 and 35 mm from said transverse central axis of said device.

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

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

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

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

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

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 in said general longitudinal orientation.

The system may include at least two gaskets mechanically secured to a said lining support, with at least one said support zone which is located opposite a respective said lining.

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

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

Said device may include a plurality of said support zones between which said withdrawal zones are formed.

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 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 provided 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 rail vehicle.

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

The subject of the invention is also, in a second aspect, 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

The description of the invention will now be continued with the description of exemplary embodiments, given below by way of illustration and not by way of limitation, with reference to the accompanying 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 secured to an axle of a bogie of a railway vehicle comprising such a railway braking system.

FIG. 3 illustrates a force transmission rod mechanically secured on the one hand on a lining support of the rail braking system and on the other hand on the bogie axle.

FIG. 4 is a detailed view of the force transmission rod mechanically secured to the lining support.

Figure 5 is a front sectional view of Figure 4.

Figure 6 is a side sectional view of Figure 4.

FIG. 7 is a view similar to that of FIG. 4, in perspective and in partial section at the level of the transmission rod and of the part of the lining support to which it is secured.

FIG. 8 is a front sectional view, similar to that of FIG. 5, showing an alternative embodiment of the transmission rod.

FIG. 9 is a side sectional view, similar to that of FIG. 6, showing the variant embodiment of the transmission rod.

FIG. 10 is a view similar to that of the figure, showing the variant embodiment of the transmission rod.

FIG. 11 schematically represents a lining support 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 12 is a sectional view shown XII-XII in Figure 11.

FIG. 13 schematically represents a contact face of the lining support illustrated in FIG. 11.

FIG. 14 schematically illustrates linings facing the first face of the brake disc, which linings are intended to be carried by the linings support.

FIG. 15 is a view similar to that of FIG. 12, showing a first variant embodiment of the lining support.

FIG. 16 is a view similar to that of FIG. 13, showing the first variant embodiment of the lining support.

FIG. 17 is a view similar to that of FIG. 14, the linings being mounted on the first variant embodiment of the linings support.

FIG. 18 is a view similar to that of FIG. 11, showing a lining support according to a second embodiment of the railway braking system of FIG. 1.

Figure 19 is a sectional view shown XIX-XIX in Figure 18.

FIG. 20 schematically represents a contact face of the lining support illustrated in FIG. 18.

Figure 21 is a view similar to that of Figure 14.

FIG. 22 is a view similar to that of FIG. 19, showing a first variant embodiment of the lining support according to the second embodiment of the system.

FIG. 23 is a view similar to that of FIG. 20, showing the first variant embodiment of the lining support according to the second embodiment of the system.

FIG. 24 is a view similar to that of FIG. 18, with the addition of the force transmission rod which is mechanically secured to the lining support.

FIG. 25 is a view similar to that of FIG. 22, with the addition of the force transmission rod.

FIG. 26 is a view similar to that of FIG. 19, with the addition of the force transmission rod.

FIG. 27 is a view of the same type as that of FIG. 12, showing a lining support according to a third embodiment of the railway braking system, with the force transmission rod.

FIG. 28 is a very schematic view showing a lining support according to a fourth embodiment of the railway braking system.

detailed description

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

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

The rail 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 of the brake. parking 7, a pneumatic pipe routing network connected to the body 2 and to the control and command unit 3, and a braking linkage 4 mechanically connected to the body 2.

The body 2 here has the shape of a generally 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 defines 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 by means of the push rod 9, and a second side 18 opposite to the first side 17 and facing the chamber of service brake pressure 13.

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.

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, arranged between this brake piston. 8 and inner edges of the body 2.

The service brake 6 may include a corner piece 10 fixed 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 of which can be connected to the body 2 while the other of the bearing stops can be connected. to the push rod 9.

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

The service brake 6 may include 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.

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

The service brake 6 may include a second orifice 16 formed 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, denoted CA1 in FIG. 1, of the pneumatic pipe routing network, more generally called the brake pipe, which pipe is connected at this level. second port 16 to a source of supply of pneumatic pressurizing agents (not visible).

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

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 with the latter defines a parking brake pressure chamber 25.

This retaining piston 23 has two sides, respectively a first side 31 on which the locking finger 20 is attached and which faces towards 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 retaining piston 23. This spring element 24 is configured to act on this retaining piston 23 and therefore on the locking finger 20.

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

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

The parking brake 7 has a third orifice (not shown) formed 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 tightness 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 finger of blocking 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, denoted CA2 in FIG. 1, of the pneumatic pipe routing network, also called the parking brake pipe, connected at this fourth port. 28, to the source of supply of pneumatic pressure agents 73 (visible in figure 2) via unit 3.

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

The unlocking part 29 can for example be attached to the second side 32 of the retaining piston 23 and open to the outside of the body 2 through a fifth orifice (not shown) formed 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 indicating 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 as a function of 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 members 35 of the rail vehicle through the brake linkage 4.

The braking member 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 braking linkage 4 is provided with a device 5 with linings provided to apply forces to the brake disc 35 when the linkage 4 is actuated.

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

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

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

The braking 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 articulation 44, 45.

The braking linkage 4 can receive the body 2 between the upper portions of the deformable levers 40, at the level of 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 fixedly 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 formed on the latter and which is opposite to the linings 37. .

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

The bringing together of the articulations 44 and 45 can make it possible to separate the lining supports 37 from one another and, conversely, the removal 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 rail vehicle).

The monitoring and control unit 3 is connected to the service brake pressure chamber 13 through the first supply line to which it is connected.

This unit 3 is connected to the parking brake pressure chamber 25 via the second supply line, denoted CA in Figure 1, to which it is connected.

This unit 3 is supplied with pneumatic agents by a main pipe, denoted CP, which generally runs alongside the rail vehicle.

Unit 3 comprises systemic elements (not shown in FIG. 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 type and / or also manual, denoted A in Figure 1.

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

These systemic elements can for example be formed by pneumatic relays and / or solenoid valves and / or pressure switches and / or sensors and / or pressure reducers and / or electrical relays and / or electronic cards and / or central units. processing or microprocessors, and / or random access memory components comprising registers adapted to record variables, 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 include the executable code of programs allowing the management of the service and parking brakes 6 and 7.

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

Figure 2 shows 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.

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

The lining support 37 is here opposite a face of the disc 35 mounted on its axle 36 of the vehicle 48.

Figure 3 illustrates an exemplary embodiment of the force transmission link 50.

The force transmission rod 50 here has a substantially L or S shape.

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.

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

In particular, the lining support 37 is provided with a fastening tab 80 to which the connecting rod 50 is mechanically attached.

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

As can be seen in more detail with reference to FIGS. 4 to 7, the attachment lug 80 is located here in the immediate vicinity of the attachment area 39 of the lever 40 so that the rod 50 is mechanically secured to the lining support 37 to immediate proximity to this attachment zone 39 of the lever 40.

The trim support 37 comprises a lower base 90 arranged at a distance from the attachment tab 80.

The lever attachment area 39 here extends between the attachment tab 80 and the lower plinth.

The trim support 37 further comprises a mounting pin 89 mounted so as to be able to rotate between the attachment tab 80 and the lower base 90.

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

The mounting pin 89 passes through the lower pedestal 90 and rests on the stopper member 91. The mounting pin 89 provides mechanical securing of the linkage lever (not visible).

Mounting rings 97 are provided to allow rotation of the mounting pin 89. These mounting rings 97 are housed in the lower plinth 90 and in a housing 82 of the bracket 80.

The fastener 80 is further provided with a mounting member 81, also called an intermediate connecting piece, housed in its housing 82.

The mounting member 81 is inserted into the housing 82 of the bracket 80 and here rests on one end of the mounting shaft 89.

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

Alternatively, the mounting member could be remote from the mounting axis.

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

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

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

In other words, the mounting member 81 is mounted in the housing 82 of the clip 80 without substantial play.

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

The locking part 87 is superimposed with the mounting member 81, so that the latter is here located between the mounting axis 89 and the locking part 87.

The locking piece 87 is provided with an orifice through which a fastener 102 passes, for example a pin and circlip assembly, which fastener 102 is mounted in engagement with the fastener 80.

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

In particular, the elastic member bears against the movable stopper 101 in the cylindrical body 99 of the mounting member 81.

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

The elastic member 88 can be formed by one or more Belleville washers.

In the example described, the axis 84 of the link 50 is integral with the arm 83 and is formed projecting therefrom, at the second end 72 of the link 50.

The axis 84 of the link 50 is inserted into the through hole 98 in the cylindrical body 99 of the mounting member 81.

The pivot link 75 is thus formed and the link 50 is rotatably mounted by its second end 72 in the mounting member 81.

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

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

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

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

In contrast, at the first end 71 of the link 50, the latter is provided with a tubular portion 92 in which is mounted a fixing sleeve 93.

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

This ring can also provide a slight suspension between the link and the support to which it is mechanically secured.

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

A washer 95 is interposed between a head of the fastener 94 and the tubular portion 92.

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

FIGS. 8 to 10 illustrate another embodiment of the force transmission rod 50, which differs from the rod described with reference to FIGS. 4 to 10 only in that it does not have an axis coming from the material with the main arm. Its description will therefore be given more briefly than above.

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

The cylindrical body is here devoid of an upper opening and of a plug movable in translation in the cylindrical body.

The mounting member 81 is mounted in the housing 82 of the clip 80 without substantial play.

The mounting pin 89 is rotatably mounted between the bracket 80, where it is in close proximity to the mounting member 81, and the lower plinth 90, where it rests on the stop member 91.

The locking piece 87 is fixedly mounted in the housing 82 of the fastening lug 80, and is superimposed with the mounting member 81, so that the latter is here located between the mounting axis 89 and the mounting piece. blocking 87.

The locking piece 87 is provided with an orifice through which a fastener 102 passes, for example a pin and circlip assembly, which fastener 102 is mounted in engagement with the fastener 80.

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

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

The pivot link 75 is thus formed and the link 50 is rotatably mounted by its second end 72 in the mounting member 81.

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

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

We will now describe in more detail, with reference to Figures 11 to 23, the device 5 and the arrangement of the levers 40 vis-à-vis the device 5.

In Figures 11 to 14, the device 5 is opposite the brake disc 35.

The device 5, including the lining support 37 and the lining 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 median axes of the brake disc 35. The transverse central axis 51 also corresponds, in the position illustrated in FIG. 11, to a transverse central axis of the device 5.

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

The attachment zones 39 are located at most about 35 mm from the transverse central axis 51 of the device 5. This means that the distances E shown in Figure 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, in the general longitudinal orientation, over about 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 in a general longitudinal orientation and over a length of between approximately 15 mm and about 70 mm.

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 home zones 39 are distinct.

As a variant, the attachment zones may 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 support axis 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 support axis 54 is slightly offset with respect to the longitudinal axis of application of the forces 53 and corresponds to the zone of attachment of the linings 38 on the linings support 37.

The forces applied by the lever 40 of the braking 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 on 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 include a plurality of support zones between which withdrawal zones are formed.

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

The two support zones 60 and the withdrawal zone 61 are here provided on a face 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 located opposite a respective lining 38.

This is shown in Figures 14 and 15 where we see on the one hand the bearing zones 60 formed on the lining support 37 and on the other hand privileged contact zones 65 formed on the linings 38, which respectively correspond to the support zones 60.

It will be noted that the support zones can be formed by protuberances on the lining supports and / or that the withdrawal 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.

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

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 to the brake disc. 35. This makes it possible to distribute the transmission of the forces on the brake disc 35.

In Figures 15 to 17, the support zones 60 are closer to each other and to the transverse central axis 51, and the withdrawal zone 61 is more restricted.

It emerges that the privileged contact zones 65 formed on the linings 38 and which correspond respectively to the bearing zones 60 are also closer to each other and to the transverse central axis 51.

The attachment areas 39 are identical to those described above.

In Figures 18 to 21, the lever 40 is mechanically secured to the 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 area only extends from about 10mm to about 20mm on either side of the central transverse axis 51.

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

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.

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 braking 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 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 in the general longitudinal orientation of the device 5 and are identical to that of the device illustrated in Figures 11 to 14.

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

Privileged contact zones 65 are thus provided 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 provided substantially symmetrically with respect to the transverse central axis 51.

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 to the brake disc. 35. This makes it possible to distribute the transmission of the forces on the brake disc 35.

In Figures 22 and 23, the device 5 has no withdrawal zone and therefore only has a single bearing zone 60 which extends over the entire face of the lining support 37.

Figure 24 is a view similar to that of Figure 18, with the addition of the force transmission rod 50, visible here very schematically compared to Figures 3 to 10.

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

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

Since the attachment zone or zones 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 support linings 37 is also located near this same transverse central axis 51, thus limiting the distance D shown in Figures 25 to 27.

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

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

FIG. 26 also shows very schematically the force transmission rod 50 secured to the lining support 37 of a device 5 similar to that described with reference to FIG. 19, with bearing 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.

FIG. 27 also very schematically shows the force transmission rod 50 secured to the lining support 37 of a device 5 quite similar to those described with reference to FIGS. 12 and 15, but without a withdrawal zone on the lining support 37 (in the manner of those described with reference to Figures 22 and 25), while it comprises attachment areas 39 separate from the lever 40 on the lining support 37.

FIG. 28 very schematically shows the force transmission rod 50 secured to the lining support 37 of a device 5 quite similar to those described above, but of which the 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 with respect to the adjacent withdrawal zone 61. In particular here, the support portion 63 forms a so-called over-support zone.

Variants not shown are described below.

The force transmission rod may be Y-shaped, or H-shaped, or I-shaped, rather than L-shaped or S-shaped.

The elastic member can be formed by at least one spring, for example a helical spring, or at least one elastomer rather than by one or more Belleville washers.

Support areas and / or setbacks may be provided in the linings rather than in the upholstery supports.

Some areas of support and / or setback may extend fully along the general transverse orientation, while others of these areas may extend only partially.

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

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

The attachment area of the pad holder to which the lever is attached is more than 35 mm from the transverse central axis of the device.

The railway braking system may be different from that described above in that it may be only a service brake, or else a parking brake, and the mechanism may 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 shown.

Claims (15)

Rail braking system for a rail vehicle, comprising a braking linkage (4), a service and / or parking brake (6, 7) configured to act on at least one braking member (35) of said rail vehicle via the intermediate of 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 force transmission rod (50) mechanically secured by a first end (71) to a support (49) of said vehicle and by a second end (72) opposite to said first end to said at least one lining support, characterized in that said at least one trim support comprises an attachment tab (80) provided with a housing (82) and a mounting member (81) housed in said housing (82), and said at least one transmission rod d the forces are rotated by its second end in said mounting member. Rail braking system according to claim 1, characterized in that, characterized in that said at least one force transmission link (50) has a shape substantially L, or S, or H, or Y. Rail braking system according to one of claims 1 and 2, 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 to said at least one trim support. Rail braking system according to any one of claims 1 to 3, characterized in that said at least one force transmission link (50) is provided, at its second end (72), with an axis ( 84) integral with said force transmission link and projecting from a main arm (83) of said transmission link. Rail braking system according to any one of claims 1 to 3, characterized in that said at least one force transmission link (50) is provided, at its second end (72), with a sleeve ( 85) fitted into a main arm (83) of said transmission link and a fixing member (86) mounted through said sleeve and mechanically secured in the main arm (83). Rail braking system according to any one of claims 1 to 5, characterized in that said at least one lining support (37) comprises a locking part (87) mounted fixedly in said housing (82) and superimposed with said locking member. assembly (81). Rail braking system according to claim 6, characterized in that said at least one lining support (37) further comprises at least one elastic member (88) interposed between said locking piece (87) and said mounting member (81) . Rail braking system according to Claim 7, characterized in that the said at least one elastic member (88) is formed by one or more Belleville washers, or by at least one spring, for example helical, or at least one elastomer. Rail braking system according to any one of claims 1 to 8, characterized in that said linkage comprises at least one lever (40) extending from said service and / or parking brake (6, 7) to said device (5) to which it is fixed at an attachment zone (39) of said at least one lining support (37), said at least one lever being configured to transmit an application force of said service brake and / or parking on said device, and said force transmission link (50) is fixed in the immediate vicinity of said attachment zone of said at least one lever. Rail braking system according to claim 9, characterized in that said at least one lining support (37) is provided with a lower base (90) and a mounting pin (89) mounted so as to be movable in rotation between said lug d 'fastener (80) and said lower plinth, said lever (40) being mechanically secured to said mounting pin. Rail braking system according to claim 10, characterized in that said mounting pin (89) is interposed between said mounting member (81) and a stop member (91) located at said lower base (90). System according to any one of claims 9 to 11, characterized in that said attachment zone (39) is located at most 35 mm from a transverse central axis (51) of said device (5) having said at least one lining support (37) and said at least one lining (38). Rail braking system according to any one of claims 9 to 12, characterized in that said at least one force transmission link (50) extends substantially in the same plane as that in which said at least extends. a lever (40). System according to any one of claims 1 to 13, 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, and at least one said support zone is formed in a staircase and comprises different support portions (63, 64) more or less offset with respect to said withdrawal zone. 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.