RU2674727C2 - Flange brake pad - Google Patents

Abstract

FIELD: vehicles.SUBSTANCE: invention relates to railway vehicles. Brake pad has a support plate made to mate with the brake head of a rail vehicle, mounting bracket connected to the base plate and made with the possibility of mounting the brake pads on the brake head, composite friction material, located on the base plate to form the brake surface of the brake pad, and the conditioning rim insert. Conditioning rim insert is located inside the composite friction material. Conditioning rim insert includes a surface conditioning wheel, passing together with the brake surface of the brake pads. In the composite friction material, grooves are formed near opposite sides of the insert. One of the opposite ends of the insert may be open along the sides of the composite friction material.EFFECT: prevention of the formation of cracks in the composite material near the conditioning rim of the insert is achieved, as well as improvement of heat removal from the wheel rim.20 cl, 19 dwg

Description

Technical field

The invention relates to a composite brake pad for use in rail vehicles. In particular, this invention relates to a composite brake pad for restoring a surface of a wheel rim during normal use of a brake in a rail vehicle.

State of the art

In rail vehicles, brake pads of various types and compositions are usually used, and the type is selected based on the braking requirements of a particular vehicle and / or application. For example, some known brake pads are made entirely of cast iron, while others include various low or high friction compositions specially designed for various applications.

Over time, the use of low or high friction composite brake pads has become preferable because their friction characteristics can be optimized for various applications. However, despite limitations in this regard, cast iron brake pads are preferred for other reasons, including rim stripping. That is, the overall hardness of the material of the cast iron brake pads allows them to clean the surface of the wheel rim during normal braking. During prolonged operation, the wheel rim of a rail vehicle usually receives various surface defects, such as delamination or chips, which can lead to a limited life of the wheel if they are not processed. The treatment of such surface defects often requires removal of the wheel, followed by manual stripping or repair by a technician, which leads to increased downtime and costs. However, cast iron brake pads are known to strip the wheel rim and / or remove these surface defects simply due to the normal braking operation.

To realize the benefits of both low or high friction composite brake pads and cast iron brake pads, various concepts have been developed for conditioning the rim of composite brake pads, such as those disclosed in US Pat. No. 6,241,058. FIG. 1 and 2, a rim-conditioning composite brake pad 100 is shown, similar to that described in US Pat. No. 6,241,058. The brake pad 100 includes a support plate 102 with a pair of reflective protrusions 104a, 104b and a mounting bracket (or clamp) 106 extending from the upper convex the surface of the support plate 102. The bracket 106 is designed to connect to a brake head (not shown) for mounting the brake pad 100 to the brake head. The hole provided in the bracket 106 allows a spring-type lock key (not shown) to pass through it to securely attach the brake pad 100 to the brake head. The reflective protrusions 104a, 104b are sized and arranged so that they can fit into the respective slots for the reflective protrusions in the brake head. Accordingly, the reflective protrusions 104a, 104b are only compatible with brake pads having directly corresponding slots for the reflective protrusions that prevent the installation of some brake pads on incompatible brake heads. Thus, the reflective protrusions of the brake pads of various types have different sizes and are arranged differently to ensure reliable and proper use.

In addition, the brake pad 100 includes a composite friction material 110 attached to the concave side of the support plate 102. The front surface or brake surface 108 of the brake pad 100 formed from the composite friction material is the surface on which the brake pad 100 makes contact with the wheel rim rail vehicle. Additionally, as shown in FIG. 2, the rim-conditioning insert 112 is located inside the composite friction material 110 (and at least partially surrounded by it). The lateral portions 114 of the composite friction material 110 cover the sides of the conditioning rim of the insert 112, while the lower surface of the conditioning rim of the insert 112 is open on the brake surface 108 of the brake pad 100. However, it is also possible that the composite friction material 110 covers the lower surface of the conditioning rim of the insert 112. at least until the wear of the composite friction material 110 on the braking surface 108 due to repeated braking. Additionally, more than one conditioning rim of the insert 112 may be located along the length of the brake pad 100.

The rim-conditioning insert 112 is ideally made of a solid material, such as cast iron, but can be made of any suitable material having abrasive properties. When the brake pad 100 is applied to the surface of the wheel, the rim-conditioning insert 112 rubs against the surface of the wheel, thereby conditioning the wheel rail to prevent or reduce defects. Thus, the brake shoe 100 combines the preferred friction characteristics of the composite shoe with the conditioning characteristics of the cast iron brake shoe wheel. In addition to conditioning the surface of the wheel, the rim-conditioning insert 112 may also increase the frictional characteristics of the brake pad 100 under adverse weather conditions.

Although the brake pad 100 provides conditioning to the wheel rim, there are many disadvantages to that shown in FIG. 1 and 2 designs. First, cracking is known in the composite friction material 110 in the immediate vicinity of the insert 112 due to thermal and mechanical stresses, which leads to the weakening of the brake pad 100. Attempts have been made to improve the joint surface between the insert 112 and the composite friction material 110, however, these attempts proved to be ineffective in preventing cracking in composite material 110.

In addition, the sharp edges of the insert 112 under conditions where the insert profile 112 is not aligned with the surface profile of the wheel can only result in partial conditioning of the wheel. The sharp corners and / or edges of the insert 112 may also result in undesired scarring of the wheel surface and / or undercutting of the wheel flange.

Another preferred characteristic of the conditioning rim of the insert 112 is its ability to remove heat from the wheel rim during operation, which helps prevent overheating of the wheel. However, when the rim-conditioning rim of the insert 112 is completely surrounded (and in contact with the composite friction material), the composite friction material itself acts as insulation of the insert 112, which makes it difficult to transfer heat from the wheel rim.

SUMMARY OF THE INVENTION

Accordingly, there is a need for a rim conditioning brake pad for use on wheels of rail vehicles that prevent cracking in the composite friction material near the conditioning rim of the insert, and for creating a conditioning rim of the insert that removes heat from the wheel rim, and which reduces scratching of the wheel surface or damage to the wheel flange. There is also a need for a brake shoe flange that is less susceptible to cracking than two-piece flanges.

In accordance with some embodiments of the invention, there is provided a brake shoe for use in a rail vehicle, wherein the brake shoe includes a support plate adapted to interface with the brake head of the rail vehicle. The support plate includes a flange configured to align the brake pads on the wheel of the rail vehicle. The brake shoe includes a mounting bracket connected to the support plate and configured to attach the brake shoe to the brake head of the rail vehicle. The brake shoe includes a composite friction material located on the support plate to form a brake surface of the brake shoe for contacting a wheel of a rail vehicle, wherein the composite friction material includes two opposite sides and two opposite ends. The brake shoe includes at least one rim-conditioning insert located inside the composite friction material, which includes a rim-conditioning surface having a passage that is the same as the brake surface of the brake shoe. Grooves are formed in the composite friction material near the opposite longitudinal sides of the insert, and the insert extends between the opposite side sides of the composite friction material.

According to other embodiments of the invention, the insert is made of a material other than composite friction material.

According to other embodiments of the invention, the insert is metal.

According to other exemplary embodiments of the invention, the insert includes two opposite ends, and at least one of the opposite ends of the insert is open along one of the sides of the composite friction material.

According to another exemplary embodiment of the invention, the mounting bracket is made in one piece with the base plate.

According to other embodiments of the invention, the support plate includes two upper holes, and the mounting bracket includes two pins included in the upper holes for attaching the mounting bracket to the support plate.

According to other embodiments of the invention, the braking surface includes a first part with a first radius of curvature and a second part with a second radius of curvature different from the first radius of curvature.

According to yet another embodiment of the invention, the rim conditioning insert includes an upper cavity formed therein.

According to other embodiments, the insert is substantially rectangular solid and includes rounded corners at opposite ends of the insert.

According to other embodiments of the invention, grooves are formed in the composite friction material that extend a certain distance into the composite friction material, and outside the grooves, the composite friction material is in contact with the longitudinal sides of the insert.

According to other exemplary embodiments of the invention, the grooves are cut in the composite friction material and extend at a certain distance into the composite friction material.

According to other embodiments, the grooves are formed in the form of air gaps between adjacent longitudinal sides of the insert so that the composite friction material is not in contact with the longitudinal sides of the insert.

According to other exemplary embodiments of the invention, the brake shoe includes a pair of reflective protrusions.

According to other exemplary embodiments of the invention, the support plate is in the form of an arch and includes a convex side and a concave side.

According to other exemplary embodiments of the invention, the C-shaped channel is lined with composite friction material.

According to other exemplary embodiments of the invention, the insert is substantially rectangular solid and includes longitudinally extending flanges on the longitudinal sides of the insert near the surface of the upper side opposite the wheel conditioning surface of the insert.

According to other embodiments of the invention, the insert is rectangular solid, and each of the opposite ends of the insert forms a curved portion connected to the conditioning surface of the insert.

According to other exemplary embodiments of the invention, the curved portion of one of the opposite ends of the insert has a larger radius of curvature than the curved portion of the other of the opposite ends of the insert.

According to other exemplary embodiments of the invention, the wheel-conditioning surface of the insert tapers together with at least one part of the brake surface.

These and other signs and characteristics of brake pads, as well as methods of operation and functions of the corresponding surface elements and combination of parts and reduction of manufacturing costs, follow from the description below and the attached claims with reference to the accompanying drawings, which all form part of the description, in different figures, corresponding positions are indicated by identical positions. However, it should be understood that the drawings are for illustration and explanation only. Used in the description and in the claims, the singular does not exclude the use of many of these elements, unless the context requires otherwise.

Brief Description of the Drawings

In the drawings:

FIG. 1 is a side view of a well-known rim conditioning brake pad;

FIG. 2 is a known rim conditioning brake pad of FIG. 1, in a bottom view;

FIG. 3A is an exemplary side view of a conditioning rim of a brake pad according to the present invention;

FIG. 3B is a rim conditioning brake pad of FIG. 3A, in a bottom view;

FIG. 4A is a support plate for the conditioning rim of the brake pad of FIG. 3A, in a plan view;

FIG. 4B is a support plate of FIG. 4A, in side view;

FIG. 4C is a support plate of FIG. 4A, in a bottom view;

FIG. 4D is a sectional view of the support plate along line I-I of FIG. 4B;

FIG. 5A is a rim-conditioning rim insert of a brake-rim conditioning rim of FIG. 3A, in isometric view from above;

FIG. 5B is a rim-conditioning insert of FIG. 5A, seen from the end;

FIG. 5C is a rim-conditioning insert of FIG. 5A, in side view;

FIG. 5D is a rim-conditioning insert of FIG. 5A, in isometric view from below;

FIG. 6A is an isometric view of a rim conditioning brake pad according to the present invention;

FIG. 6B is a rim conditioning brake pad of FIG. 6A, in side view;

FIG. 6C is a rim conditioning brake pad of FIG. 6A, in a plan view;

FIG. 6D is a rim conditioning brake pad of FIG. 6A, in a bottom view;

FIG. 6E is a rim conditioning brake pad of FIG. 6A, seen from the end;

FIG. 6F is a section along line II-II of FIG. 6C; and

FIG. 6G is a section along line III-III of FIG. 6B.

DETAILED DESCRIPTION OF THE INVENTION

For the purposes of the description below, the concepts of “top”, “bottom”, “right”, “left”, “vertically”, “horizontally”, “top”, “bottom” and their derivatives and equivalents refer to the orientation in the figures. However, it should be understood that the invention may contemplate various alternative variations and sequences of steps, unless expressly indicated otherwise. It should also be understood that the special devices and processes illustrated in the accompanying drawings and explained in the description below are only exemplary embodiments. Therefore, special dimensions and other physical characteristics related to the disclosed examples should not be construed as limiting.

In FIG. 3A-3B show a rim conditioning brake pad 500, according to one embodiment of the present invention. The conditioning rim of the brake shoe 500 comprises a support plate 520 made with a flange 550, preferably formed of a metal material, such as steel. Alternatively, the support plate 520 may be made of a composite material reinforced with fiber, wire, wire mesh or perforated metal. A pair of reflective protrusions 502a, 502b protrude from the upper surface of the support plate 520. The reflective protrusions 502a, 502b are sized and arranged to fit into the respective slots for the reflective protrusions in the brake head (not shown). By way of example, reflective protrusions 502a, 502b may be formed in the support plate 520, or protrude through openings in the support plate 520 from other parts of the brake pad 500. Similarly to that explained with respect to FIG. 1 and 2, the reflective protrusions 502a, 502b are compatible with brake heads having directly corresponding slots for reflective protrusions that prevent the brake shoe from being mounted on incompatible brake heads.

In addition, the brake shoe 500 includes a mounting bracket 510. The mounting bracket 510 is preferably made separately from and fixed to the support plate 520. Alternatively, the mounting bracket 510 may be integrally formed with the support plate 520. The mounting bracket 510 is designed to connect to a brake head (not shown) for efficiently mounting the brake shoe 500 to the brake head. An opening 514 is provided in the mounting bracket 510, as shown in FIG. 4D and 6F, allowing a spring-type locking key (not shown) to pass through it to securely mount the brake pad 500 to the brake head.

As shown in FIG. 3A-3B and in FIG. 4, the brake pad 500 comprises a composite friction material 580 fixed on the concave side 526 of the support plate 520. Although not shown, it should be understood that an intermediate adhesive layer may be formed between the composite friction material 580 and the support plate 520 to improve the adhesion of the composite friction material 580, the intermediate adhesive layer being made of a different material than the composite friction material 580. The brake surface 504 of the brake pad 500, which is formed primarily of composite friction material 580, is the surface along which the brake shoe 500 is in contact with the wheel rim of the rail vehicle. While in FIG. 3A-3B, the brake surface 504 of the composite friction material 580 is shown to be substantially flat in an arcuate plane, it should be understood that the brake surface 504 may alternatively be conical or extend at an angle relative to the orientation of the cross section of the support plate 520, as shown in FIG. 6F. It may be preferable that the braking surface 504 includes a single radius of curvature for alignment with the surface of the wheel. However, as an alternative, it is possible that parts of the braking surface may have different radii of curvature, as will be explained below and shown in FIG. 6B. As shown in FIG. 3a and 4B, the composite friction material 580 may extend at opposite ends 585 vertically above the surface of the support plate 520. However, it should be understood that brake pads 500 are possible in which the composite friction material 580 at the opposite ends 585 is connected substantially together with an arcuate surface convex side 524 or concave side 526 of the support plate 520. In embodiments in which the composite friction material 580 extends vertically above the arcuate surface Stu convex side 524 of the backplate 520, a composite friction material 580 may comprise at least part of baffles 502a, 502b.

The area of the composite friction material 580 is limited mainly on the sides by opposing lateral sides 581, 583 and opposite ends 585. It may be preferable to position the flats 506 on the brake surface 504 near the opposite ends 585. The flats 506 may be chamfered near the brake surface 504 and / or opposite lateral sides 581, 583 of the composite friction material 580. Flats 506 may be cast, machined, or formed differently in the composite friction material 580. As illustrated in FIG. 6B, the flats 506 have a radius of curvature that is larger than the radius of curvature of the original brake surface 504 in the immediate vicinity of the flats 506. A larger radius of curvature of the flats 506 prevents impact on the wheel of the brake surface 504 first near the opposite ends during the braking process. Thus, the flats 506 provide protection against damage to the opposite ends 585 of the composite friction material 580. As shown in FIG. 6D, the flats 506 extend laterally of the brake surface 504 from the first opposite lateral side 581. However, it should be understood that the flats 506 can extend laterally in part or across the width of the brake surface 504 between the opposite lateral sides 581, 583 and can be connected using one, both or none of the opposite sides 581, 583 of the composite friction material 580.

The conditioning rim insert 540 is located inside the brake pad 500. The conditioning rim insert 540 is preferably made of a hard abrasive material, such as cast iron or steel, which is different from the friction material 580. As an alternative, the conditioning rim insert 540 may be made of another composite material i.e. different from the composite friction material 580. When applying the brake pad 500 to the surface of the wheel, the rim-conditioning insert 540 rubs against the surface of the wheel, thereby conditioning the surface of the wheel to prevent or reduce surface defects. Although in FIG. 3A-3B, only one conditioning rim insert 540 is shown, it is understood that one or more additional conditioning rim inserts can be located at various places within the composite friction material 580.

In FIG. 6A, 6B, and 6D also show exemplary grooves 530 and may be large enough to allow complete separation (i.e., air gaps) between the surface of one or both opposite sides 541 of the conditioning rim of the insert 540 and the composite friction material 580. Alternatively, the grooves 530 may provide some disruption in the continuity between the surface of one or both opposite longitudinal sides 541 of the conditioning rim of the insert 540 and the composite friction material 580, but not so much as to ensure complete separation between the rim-conditioning insert 540 and the composite friction material 580. It should be noted that any reference to groove 530 in this disclosure refers to one or both of these conditions, unless explicitly stated otherwise .

Although the grooves 530 are preferably formed in the composite friction material 530 during the formation of the brake pad 500, it is understood that the grooves 530 can be formed by alternative methods, for example, by cutting with a saw. Due to the formation of grooves 530 in the composite friction material 580, cracks or separation that develop in the composite friction material 580 due to mechanical and thermal stresses near the conditioning rim of the insert 540 are localized in a zone substantially adjacent to the conditioning rim of the insert 540. Thus, it can further extensive and visible cracking in the body of the composite friction material 580 is prevented.

As shown in FIG. 6F, the insert 540 extends over a substantial portion of the width of the support plate 520. The opposite ends 547 of the insert 540, which are facing away from the flange 550, may be open or covered with a layer of composite friction material 580. The opposite end 545 of the insert 540, which is facing the flange 550, coated with composite friction material 580. It may be preferable to at least partially cover the opposite end 545 with composite friction material, in order to prevent undercutting of the wheel flange. In alternative embodiments, the opposite end 545 may be open. In exemplary embodiments of the brake shoe 500 according to the invention, the insert 540 may extend over the entire width of the support plate 520 or only in part thereof. In addition, it is possible that, in embodiments, the conditioning rim insert 540 may be wider than the support plate 520, and may extend across the entire width of the brake pad 500.

In FIG. 3B and 6F show that the open portion of the wheel conditioning surface 546 does not extend over the entire width of the brake surface. However, it should be understood that the grooves 530 near the conditioning rim of the insert 540 in the composite friction material 580 may allow the exposed portion of the wheel conditioning surface 546 of the conditioning rim of the insert 540 to extend across the entire width of the support plate 520, thereby allowing conditioning of most of the rim of the wheel. As shown by dashed lines in FIG. 6D, the wheel conditioning surface 546 may extend to the edge of the brake surface 504 near the first opposite side side 581 of the composite friction material 580. Some or all of the opposite side end 547 of the insert 540 may not be coated with the composite friction material 580. Also or alternatively, the conditioning the wheel surface 546 may extend to the edge of the brake surface 504 near the second opposite lateral side 583 of the composite friction material 580, and some part or all of the opposite end 545 of the insert 540 may not be coated with the composite friction material 580. Thus, it should be understood that the open part of the wheel conditioning surface 546 of the conditioning rim of the insert 540 may extend over the entire width or part of the brake surface 504.

As shown in FIG. 3B and 6F, it may be preferable that the wheel conditioning surface 546 of the insert 540 is open during initial installation of the brake pad 500. The initial opening of the wheel conditioning surface 546 allows the wheel to be conditioned since the initial installation. However, it should be understood that in some embodiments, a thin layer of the composite friction material 580 may cover the wheel conditioning surface 546, in particular shortly after the manufacture of the brake pad 500. In particular, during the casting process used to form 500, plaque or a small amount of the composite friction material 580 may cover at least part of the sides and / or bottom of the conditioning rim of insert 540; and in some embodiments, the plaque does not need to be cleaned or removed in order to ensure the operation of the brake pad 500.

In FIG. 4A-D show an exemplary embodiment of a support plate 520. The support plate 520 is preferably made of a metal material and provided with a flange 550 protruding from it. As shown in the figures, the support plate 520 may be in the form of an arch and include a convex side 524 and a concave side 526. However, in other embodiments, a substantially flat support plate 520 may be provided.

One or more openings 562 may extend through a backing plate 520 that can serve during the manufacturing process to inject an intermediate adhesive layer (not shown) to adhere the composite friction material 580 to the concave side 526 or below the backing plate 520, or to adhere the backing plate in another way plates 520 with composite friction material 580, as shown in FIG. 3A.

As shown in FIG. 4A-D, it may be preferable that the support plate 520 includes one or more upper holes 522 that allow the fastening bracket 510 to engage with the support plate 520. As shown in FIG. 4A and 4D, the mounting bracket 510 may be manufactured separately from the support plate 520, and may be attached using pins 512 that extend through the upper holes 522. This configuration gives strength to the mounting bracket 510. Attaching the mounting bracket 510 to the brake plate 520 may be further hardened with glue, welding, interference fit or otherwise known in the art. However, as an alternative solution, in some embodiments, the fastening bracket may be integrally formed with the backing plate 520, for example, by stamping, casting, or otherwise known in the art. The mounting bracket 510 is designed to engage with the brake head for efficiently mounting the brake shoe 500 to the brake head using a spring-type locking key (not shown). A hole 514 provided in the mounting bracket 510, as shown in FIG. 6F allows a spring-type locking key (not shown) to be guided through it to securely mount the brake pad 500 to the brake head.

Furthermore, as shown in FIG. 3A and 4A-D, a pair of reflective protrusions 502a, 502b protrude from the convex side 524, or the upper surface of the support plate 520. The reflective protrusions 502a, 502b are sized and arranged to fit into the respective slots for the reflective protrusions in the brake head (not shown). The reflective protrusions 502a, 502b can be made of composite friction material 580, and can be formed as a whole with it. As shown in FIG. 4A, the support plate 520 includes cutouts 528 for accommodating reflective protrusions 502a, 502b. Near the cutouts 528, in one embodiment, one or more support protrusions 594 are arranged that further contribute to the engagement of the reflective protrusions 502a, 502b, although there may be embodiments of the brake pad 500 without the support protrusions 594. Alternatively, the reflective protrusions 502a, 502b may be made in a single unit with a support plate 520.

As shown in FIG. 4D, the flange 550 extends laterally from the support plate 520 and is integrally formed with it. Flange 550 has a convex side 552 and a concave side 554, which defines a C-shaped channel 556, configured to accommodate the corresponding wheel flange (not shown). This configuration helps align the brake pad 500 to the wheel during braking processes.

In FIG. 5A-5D, an embodiment of a conditioning rim of an insert 540 is shown. The conditioning rim of an insert 540 has a substantially rectangular solid shape, but other shapes can be used to align with the surface of the wheel. The end surfaces of the substantially rectangular continuous shape of the air-conditioning rim of the insert 540 include a wheel-conditioning surface 546, two opposite longitudinal sides 541, two opposite ends 545, 547 and an upper surface 544. The two opposite ends 545, 547 do not reasonably come in contact with the wheel-conditioning surface 546 at sharp right angles. Instead, the two opposing ends 545, 547 come in contact with the wheel conditioning surface 546 in the respective curved portions 548, 549. In FIG. 5A and FIG. 5C-D show that the radius of curvature of the bent portion 548 is greater than the radius of curvature of the bent portion 549. As a result, the opposite end 545, which is intended to be located opposite the flange 550 in the brake pad 500, as shown in FIG. 6F, shorter than the opposite end 547. However, various combinations of curved portions 548, 549 with different ratios of radii of curvature are possible. Additionally, the wheel conditioning surface 546 also has a curvature. The curvature of the wheel conditioning surface 546, as well as the curved portions 548, 549, helps reduce scratching of the surface of the wheel (not shown) and cutting of the wheel flange (not shown).

As also shown in FIG. 5A-D, two opposite longitudinal sides 541 and two opposite ends 545, 547 converge with the upper surface substantially at right angles. However, it is also possible to use a curved configuration at the convergence of the two opposite ends 545, 547 and the wheel conditioning surface 546. Flanges 542 extend from the conditioning rim of the insert 540 near the upper surface 544 to form the upper cavity 564.

As shown in FIG. 5A-D and FIG. 6F, the upper surface 544 is designed to interface with the mounting bracket 510 in the brake shoe 500. The pins 512 extend into the upper cavity 564 and may remain therein. In some exemplary embodiments, it may be preferable to fasten the mounting bracket 510 to the rim-conditioning insert 540 by gluing, welding, fixed seating, mechanical fastening means, or any other method known in the art. It is understood that embodiments in which the fastening bracket 510 is integral with the support plate 520 may not need bonding, etc., and / or may not need the upper cavity 564 in the insert 540.

In FIG. 6A-G show a brake shoe 500. As shown in these figures, flats 506 are formed in the brake surface 504 near opposite ends 585 of the composite friction material 580. As shown in FIG. 4A and 6A-C, the reflective protrusions 502a, 502b may be contained in the composite friction material 580 and engage with the backing plate 520 in the cutouts 528. As shown in FIG. 6A-D, the flange 550 extends at least in part along the length of the support plate 520. It will be appreciated that the flange 550 may extend along the entire length of the support plate 520, or may extend beyond the support plate 520. As shown in FIG. 6A-B, the flange 550 may be in the form of an arch in the longitudinal direction, in order to align with the wheel flange, and may have a radius of curvature that is substantially similar to the radius of curvature of the support plate 520. It will be appreciated that exemplary embodiments may be provided in which the flange 550 has a radius of curvature in the longitudinal direction different from the radius of curvature of the base plate 520.

As shown in FIG. 6A and FIG. 6E-F, C-shaped channel 556 defined by the concave side 554 of flange 550 may be coated or partially coated with composite friction material 580. It will be appreciated that friction material other than composite friction material 580 may be used, or friction material essentially with the same or different coefficient of friction with respect to the composite friction material 580, for covering the concave side 554 of the flange 550. It is clear that in some embodiments, the composition is different from the composite friction nnogo material 580 may cover or partially cover the C-shaped channel 556. As shown in FIG. 6F, the composite friction material may cover one or both opposite ends 545, 547 of the insert 540. The end parts of the flange 550 may be coated with a protector or cap, as is known in the art. The wheel conditioning surface 546 is preferably not coated with the composite friction material 580, however, as an alternative, in some embodiments, may have a thin coating of this material immediately after manufacture. Optionally, one or more support elements 597, 598 are attached to the convex side 552 of the flange 550. The support elements 597, 598 may extend along the length of the flange 550 or part thereof, and may further increase the durability of the flange 550 during the braking process. Preferably, the support elements 597, 598 are made of a metal material, such as steel, however, may contain any material that contains the support plate 520.

As shown in FIG. 6E-G, brake surface 504 and / or insert 540 may have a cross-sectional profile that tapers. As an example, the narrowing may preferably be consistent with the surface of the wheel. A narrowing in which the shorter end of the narrowing is oriented in the direction of the wheel flange may be preferable to reduce undercutting of the wheel flange during the braking process. It should be understood that there are alternative solutions according to this invention in which the cross section of the brake surface 504 and / or the wheel conditioning surface 546 is parallel to the cross section of the support plate 520, or oriented from the flange 550. Preferably, the wheel conditioning surface 546 of the conditioning rim of the insert 540 extends together (i.e., substantially flush) with a portion of the brake surface 504 near it, in order to reduce wheel scratching during the braking process. Thus, it is preferable that the braking surface 504 and the insert 540 have a common cross-sectional profile, and in the narrowed embodiment, a common narrowing. However, it is understood that in some embodiments, the brake shoe 500 may include configurations in which the insert 540 has a tapered cross section and the brake surface 504 does not, or vice versa.

In FIG. 6G further shows an intermediate adhesive layer 590 located between the support plate 520 and the composite friction material 580. A reflective protrusion 502a is shown protruding from the support plate 520. As shown in the figure, the composite friction material 580 and the intermediate adhesive layer 590 can pass separately or both laterally beyond the edges of the support plate 529 on one or both opposite side sides 581, 583 of the composite friction material 580 at various points along the brake pad 500. Understanding it is clear that in other embodiments, the intermediate adhesive layer 590 and / or composite friction material 580 may not laterally extend beyond the edges of the backing plate 520.

As shown in FIG. 6D and 6F, the wheel conditioning surface 546, or a substantial portion of the wheel conditioning surface 546, may preferably not be coated with the composite friction material 580. Additionally, the wheel conditioning surface 546 may extend along with the brake surface 504.

As shown in FIG. 6D-E, the inclusion of grooves 530 between the composite friction material 580 and the opposite longitudinal sides 541 of the conditioning rim of the insert 540 can prevent or maximize the formation of cracks in the composite friction material 580 in areas close to the conditioning rim of the insert 540, since mechanical and thermal stresses are due to the presence of a rim-conditioning insert 540 no longer directly affects the composite friction material 580. In addition, grooves 530 increase airflow conditioning rim insert 540, providing an improved heat transfer between the wheel and the brake shoe 500.

It is understood that in some embodiments of the invention, the braking surface 504 may have a single radius of curvature. However, it is preferred that portions of the braking surface 504 have different radii of curvature. As shown in FIG. 6B and 6D, the first part 584 of the brake surface 504 has a first radius of curvature, and the second parts 586 of the brake surface 504 have a second radius of curvature different from the first radius of curvature. Preferably, the second radius of curvature is greater than the first radius of curvature. Such a configuration may be suitable for a variety of wheel sizes and protect the opposite ends 585 of the composite friction material 580 from damage when used with flats 506 or without them. The second radius of curvature can approach infinity, which leads to the passage of the second part 586 of the brake surface 504 tangentially to the curve of the first part 584 of the brake surface 504 at the inflection points 592 between the first and second parts 584, 586. It will be appreciated that according to the present invention, various configurations and various ratios of the first and second radii of curvature of the first and second parts 584, 586.

As shown in FIG. 6B and 6D, on opposite longitudinal sides 541 of the air conditioning rim of insert 540, a first part 584 is provided extending longitudinally in both directions along the brake surface 504 and bounded on both sides by second parts 586. In embodiments in which the wheel conditioning surface 546 of insert 540 open along the braking surface 504, two first parts 584 of the braking surface 504 with the same radii of curvature, each limited by a groove 530 and a second part 586, may be provided. 586 are provided in the longitudinal direction outside the first part 584 of the brake surface 504 and are bounded by a flat 506 or the opposite end 585 of the composite friction material 580 on one side and the first part 584 on the other side. Flats 506 may have every third radius of curvature that is different from the first radius of curvature. However, it should be understood that alternative configurations of the first and second parts 584, 586 according to this invention are possible. Alternative configurations may include a first part 584 and a second part 586, each of which contains a continuous part of the brake surface 504, with the boundary between the first and second parts 584, 586 halving the brake surface in the lateral direction.

As also shown in FIG. 6B and 6D, the radii of curvature between the first part 584 and the second part 586 may vary at discrete inflection points 592. However, it should be understood that the radii of curvature may vary between the first part 584 and the second part 586 more gradually in some embodiments.

In FIG. 6F, the dashed lines show the relative vertical position of the brake surface 504 near the wheel conditioning surface 546 compared to the position of the brake surface 504 at the inflection point 592, as well as the position at the opposite end 585 of the composite friction material 580. As shown in FIG. 6E-F, the C-shaped channel 556 defined by the concave side 554 of the flange 550 may also have more than one radius of curvature, as explained above with respect to parts 564, 586 of the brake surface 504. As an alternative, the C-shaped channel 556 may have constant radius of curvature. The radius of curvature of the C-shaped channel 556 may be the same or different with the radius of curvature of the support plate 520, or the radius or radii of curvature of the brake surface 504.

The invention may be further characterized by one or more of the following items:

Item 1: the brake shoe 500 for use in a rail vehicle comprises a support plate 520 adapted to mate with the brake head of the rail vehicle, the support plate 520 comprising a flange 550 configured to align the brake shoe 500 on the wheel of the rail vehicle; a mounting bracket 510 connected to the support plate 520 and configured to mount the brake shoe 500 on the brake head of the rail vehicle; composite friction material 580 located on the support plate 520 to form the brake surface 504 of the brake pad 500 for engaging with the wheel of the rail vehicle, the composite friction material 580 comprising two opposite lateral sides 540, 581, 583 and two opposite ends 585; and at least one discrete conditioning rim insert 540 located inside the composite friction material 580 and comprising a wheel conditioning surface 546 that is coextensive or substantially flush with the brake surface 504 of the brake pad 500, while in the composite friction material 580 near opposite side of the sides 541 of the insert 540, grooves 530 are formed, and the insert 540 extends between the opposite side sides 581, 583 of the composite friction material 580.

Clause 2: A brake shoe 500 according to claim 1, wherein the insert 540 is formed from a material other than composite friction material 580.

Item 3: brake pad 500 according to any one of paragraphs. 1 or 2, in which the insert 540 is metal.

Item 4: brake pad 500 according to any one of paragraphs. 1-3, in which the insert 540 contains two opposite ends 545, 547 and at least one of the opposite ends 545 547 of the insert 540 is open along the sides 581, 583 of the composite friction material 580.

Item 5: brake shoe 500 according to any one of paragraphs. 1-4, in which the mounting bracket 510 is integrally formed with the support plate 520.

Item 6: brake pad 500 according to any one of paragraphs. 1-5, in which the support plate 520 includes two upper holes 522, and the mounting bracket 510 includes two pins 512 included in the upper holes 522 for mounting the mounting bracket 510 on the support plate 520.

Item 7: brake shoe 500 according to any one of paragraphs. 1-6, in which the brake surface 504 comprises a first part 584 with a first radius of curvature and a second part 586 with a second radius of curvature different from the first radius of curvature.

Item 8: brake pad 500 according to any one of paragraphs. 1-7, in which the rim-conditioning insert 540 comprises an upper cavity 564 formed therein.

Item 9: brake shoe 500 according to any one of paragraphs. 1-8, in which the insert 540 is substantially rectangular solid and includes rounded corners 548, 549 at opposite ends 545, 547 of the insert 540.

Item 10: brake pad 500 according to any one of paragraphs. 1-9, in which grooves are formed in the composite friction material 580 that extend a certain distance into the composite friction material 580, and while outside the grooves 530, the composite friction material 580 is in contact with the longitudinal sides 541 of the insert 540.

Item 11: brake pad 500 according to any one of paragraphs. 1-9, in which the grooves 530 are cut into the composite friction material 580 and extend at a certain distance into the composite friction material 580.

Item 12: brake pad 500 according to any one of paragraphs. 1-9, in which the grooves 530 are formed in the form of air gaps near the longitudinal sides 541 of the insert 540 so that the composite friction material 580 is not in contact with the longitudinal sides 541 of the insert 540.

Item 13: brake pad 500 according to any one of paragraphs. 1-12, further comprising a pair of reflective protrusions 502a, 502b.

Item 14: brake pad 500 according to any one of paragraphs. 1-13, in which the support plate 520 has the shape of an arch and comprises a convex side 524 and a concave side 526.

Item 15: brake pad 500 according to any one of paragraphs. 1-14, in which the flange 550 is made in the form of an elongated C-shaped channel 556, designed to accommodate the corresponding wheel flange.

Claim 16: A brake shoe 500 according to claim 15, wherein the C-shaped channel 556 is at least partially lined with composite friction material 580 and / or other composite material.

Item 17: brake shoe 500 according to any one of paragraphs. 1-16, wherein the insert 540 is substantially rectangular solid and includes longitudinally extending flanges 542 on the longitudinal sides 541 of the insert 540 near the upper side surface 544 opposite the wheel conditioning surface 546 of the insert 540.

Item 18: brake pad 500 according to any one of paragraphs. 1-17, in which the insert 540 is rectangular solid, and each of the opposite ends 545, 547 of the insert 540 each forms a curved portion 548, 549 connected to the conditioning surface 546 of the insert 540.

Claim 19: A brake shoe 500 according to claim 18, wherein the curved portion 548 of one of the opposite ends 545 of the insert 540 has a larger radius of curvature than the curved portion 549 of the other of the opposite ends 547 of the insert 540.

Item 20: brake pad 500 according to any one of paragraphs. 1-19, in which the wheel-conditioning surface 546 of the insert 540 typically tapers together with at least one part of the brake surface 504.

The above has been a detailed description of preferred embodiments of the invention. However, it will be understood by those skilled in the art that various modifications and alternatives to preferred embodiments of the invention are possible without departing from the concepts disclosed in the above description. Such modifications should be considered as included in the following claims, unless explicitly stated otherwise in the text of the claims. In accordance with this, specific examples of implementation, the detailed description of which is given above, are only an illustration and do not limit the scope of the invention, which is defined by the entire width of the attached claims and any and all its equivalents.

Claims (25)

1. Brake pad (500) for use in a rail vehicle, comprising: a support plate (520) configured to mate with the brake head of the rail vehicle, the support plate (520) comprising a flange (550) configured to align the brake pad (500) on the wheel of the rail vehicle; a mounting bracket (510) connected to the support plate (520) and configured to mount the brake shoe (500) on the brake head of the rail vehicle; composite friction material (580) located on the support plate (520) to form a brake surface (504) of the brake pad (500) for interacting with the wheel of a rail vehicle, while the composite friction material (580) contains two opposite sides (581, 583) and two opposite ends (585); and at least one rim-conditioning insert (540) located inside the composite friction material (580) and comprising a wheel-conditioning surface (546) extending along with the brake surface (504) of the brake pad (500), moreover, grooves (530) are formed in the composite friction material (580) near the opposite side sides (541) of the insert (540), while the insert (540) extends essentially between the opposite side sides (581, 583) of the composite friction material (580). 2. The brake shoe according to claim 1, wherein the insert (540) is formed from a material other than composite friction material (580). 3. The brake shoe (500) according to claim 2, wherein the insert (540) is metal. 4. The brake shoe (500) according to claim 1, wherein the insert (540) comprises two opposite ends (545, 547) and at least one of the opposite ends (545, 547) of the insert (540) is open along the sides (581) , 583) composite friction material (580). 5. The brake shoe according to claim 1, in which the mounting bracket (510) is made in one piece with the support plate (520). 6. Brake pad (500) according to claim 1, in which the support plate (520) contains two upper holes (522) and the mounting bracket (510) contains two pins (512) included in the upper holes (522) for mounting the mounting bracket (510) on the support plate (520). 7. The brake shoe (500) according to claim 1, wherein the brake surface (504) comprises a first part (584) with a first radius of curvature and a second part (586) with a second radius of curvature different from the first radius of curvature. 8. A brake shoe (500) according to claim 1, wherein the rim-conditioning insert (540) comprises an upper cavity (564) formed therein. 9. The brake shoe (500) according to claim 4, wherein the insert (540) is substantially rectangular solid and includes rounded corners (548, 549) at opposite ends (545, 547) of the insert (540). 10. The brake shoe (500) according to claim 1, wherein grooves (530) are formed in the composite friction material (580), which extend a certain distance into the composite friction material (580), and outside the grooves (530), the composite friction material (580) is in contact with the longitudinal sides (541) of the insert (540). 11. The brake shoe (500) according to claim 1, wherein the grooves (530) are cut in the composite friction material (580) and extend at a certain distance into the composite friction material (580). 12. Brake pad (500) according to claim 1, in which the grooves (530) are formed in the form of air gaps near the longitudinal sides (541) of the insert (540) so that the composite friction material (580) is not in contact with the longitudinal sides ( 541) inserts (540). 13. The brake shoe (500) according to claim 1, further comprising a pair of reflective protrusions (502a, 502b). 14. The brake shoe (500) according to claim 1, wherein the support plate (520) has an arch shape and comprises a convex side (524) and a concave side (526). 15. The brake shoe (500) according to claim 1, wherein the flange (550) is made in the form of an elongated C-shaped channel (556), designed to accommodate the corresponding wheel flange. 16. A brake shoe (500) according to claim 15, wherein the C-shaped channel (556) is at least partially lined with composite friction material (580) and / or other composite material. 17. The brake shoe (500) according to claim 1, in which the insert (540) is substantially rectangular continuous and contains longitudinally extending flanges (542) on the longitudinal sides (541) of the insert (540) near the upper surface (544) of the counter-conditioning wheel the surface (546) of the insert (540). 18. The brake shoe (500) according to claim 4, wherein the insert (540) is substantially rectangular continuous, each of the opposite ends (545, 547) of the insert (540) forming a curved portion (548, 549) connected to the conditioning the surface (546) of the insert (540). 19. A brake shoe (500) according to claim 18, wherein the curved portion (548) of one of the opposite ends (545) of the insert (540) has a larger radius of curvature than the curved part (549) of the other of the opposite ends (547) of the insert ( 540). 20. A brake shoe (500) according to claim 1, wherein the wheel-conditioning surface (546) of the insert (540) usually tapers together with at least one part of the brake surface (504).

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