• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a brake pad (3) having a carrier element (4) which has a front side (5) and a rear side (6), at least one friction element (7), at least one friction element carrier element (8), wherein the at least one friction element (7 ) is inseparably connected to the Reibelementträgerelement (8) and the Reibelementträgerelement (8) on the front side (5) of the support member (4) is arranged and connected thereto, wherein further at least one wear detection element (17) is arranged on the support element ( 4) is attached.
    公开号:AT519454A4
    申请号:T50330/2017
    申请日:2017-04-25
    公开日:2018-07-15
    发明作者:
    申请人:Miba Frictec Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a brake pad, in particular for a rail vehicle, with a carrier element having a front and a rear, at least one friction element, at least one Reibelementträgerelement, wherein the at least one friction element is inseparably connected to the Reibelementträgerelement and the Reibelementträgerelement on the front of the support element is arranged and connected thereto, wherein further at least one wear detection element is arranged.
    Furthermore, the invention comprises a disc brake comprising at least one brake pad.
    It is already known that sensors are used to detect brake pad wear. For example, DE 10 2008 020 425 A1 describes a system for detecting wear of brake linings, comprising an RFID transponder embedded in a brake pad or arranged on a brake pad carrier, which is positioned so that it is destroyed in a defined wear state of the brake pad, a reading device for Reading the identifier of the RFID transponder configured to generate a signal in the absence of a response of the RFID transponder, and an output device for outputting the signal.
    The invention has for its object to provide a simple way to detect the wear of a brake pad.
    The object of the invention is achieved in the brake lining mentioned above in that the wear detection element is attached to the carrier element.
    Further, the object is achieved with the aforementioned disc brake, wherein the brake pad is formed according to the invention.
    The advantage here is that by the arrangement of the wear detection element on the support member, the assembly of the brake lining formed from the friction element and the friction lining carrier element can remain structurally unchanged. Depending on the attachment of the wear detection element on the support element, the support element itself may remain structurally unchanged, so that therefore can be maintained unchanged by the equipment of the brake lining with the wear detection element. It is thus a much simpler implementation of the wear detection element in an existing production process of the brake lining reachable. Due to the arrangement of the wear detection element on the carrier element, retrofitting of already existing brake linings with the wear detection element is easier to realize. In addition, the accessibility to the wear detection element is easier to produce so that possibly prematurely defective wear detection elements can be easily replaced without the entire brake pad so must be replaced.
    According to one embodiment variant of the brake lining, provision can be made for the wear detection element to be arranged at a distance from the friction element. It can thus be better avoided by influencing the wear detection element by heat, which arises during the braking process in the friction element.
    It can further be provided that the carrier element has a raised edge, which covers the Reibelementträgerelement at least partially laterally, and that the wear detection element is disposed on the raised edge, whereby the mountability of the wear detection element can be simplified. In addition, so that the spacing of the wear detection element on the support element can be realized structurally simple. Another advantage is that the wear detection element can be easily arranged at different locations of the circumference of the carrier element, so that therefore no fixed position of the wear detection element during the manufacture of the brake pad must be specified.
    Preferably, the wear detection element has a passive element without its own power supply, in particular a passive RFID or a passive SAW. It can thus the design effort of the brake pad can be further simplified by the power supply of the wear detection element from the outside takes place wirelessly when reading the state of the wear detection element. In addition, but so that the wear detection element can be designed structurally simple and relatively small.
    To further improve the reduction of the thermal influence of the wear detection element can be provided that the wear detection element has a thermal insulation.
    Preferably, the passive element is at least partially embedded in the thermal insulation. In addition to the primary function of thermal insulation, improved mechanical protection of the passive element can thus be easily realized.
    In the preferred embodiment, the thermal insulation is formed by plate-shaped elements, whereby the at least partial embedding of the passive element can be made simpler.
    As a thermal insulation, a material or combination of materials has been found to be advantageous according to one embodiment, which selected from a group consisting of mineral materials, PTFE, silicone, silicone-containing plastics, heat protection paper, graphite, fiber-reinforced graphite, friction paper.
    It is also possible that the thermal insulation is formed of a composite material, whereby the thermal and mechanical properties of the insulation can be more easily adapted to the requirements. It can be the individual tasks better met by the individual materials, as no
    Compromises must be made regarding the property profile, as is the case with the use of only one material or can be.
    According to another embodiment variant of the brake lining, provision can be made for the wear detection element to have a raised region projecting beyond the carrier element. It can thus be concentrated on a locally small area of the wear detection element, the wear detection, whereby the influence of the wear detection element on the braking behavior of the brake pad and the disc brake can be reduced.
    In order to simplify the subsequent installation or replacement of the wear detection element, the wear detection element can be arranged with a fastener removably on the support element.
    It is preferred if the fastener is a mounting clip, since thus the assembly and disassembly of the wear detection element can be done without tools and thus easier by clipping on or removal from the support element.
    For a better understanding of the invention, this will be explained in more detail with reference to the following figures.
    Each shows in a simplified, schematic representation:
    1 shows a detail of a disc brake with two brake pads arranged thereon;
    Figure 2 is a brake pad in exploded view and oblique view from above.
    3 shows a brake pad in exploded view and oblique view from below;
    4 shows a detail of a brake pad in cross section.
    Figure 5 shows a brake pad with partially removed friction element in an oblique view.
    6 shows a brake pad in a view from below;
    7 shows a brake pad with a wear detection element;
    8 shows a detail of a variant of the brake pad in cross section;
    Fig. 9 is a detail of the brake pad of Fig. 7;
    FIG. 10 shows a further detail of the brake lining according to FIG. 7; FIG.
    11 shows a variant embodiment of the attachment of the wear detection element to the carrier element of the brake lining;
    Fig. 12 shows another embodiment of the attachment of the wear detection element on the carrier element of the brake pad.
    By way of introduction, it should be noted that in the differently described embodiments, the same parts are provided with the same reference numerals or the same component names, wherein the disclosures contained in the entire description can be mutatis mutandis to the same parts with the same reference numerals or component names. Also, the location information chosen in the description, such as top, bottom, side, etc. related to the immediately described and illustrated figure and these position information in a change in position mutatis mutandis to transfer to the new location.
    In Fig. 1, a section of a disc brake 1 is shown schematically, which is used in particular in rail vehicles. The disc brake 1 comprises a brake disc 3, which are assigned to a plurality of brake pads 3.
    Since disc brakes 1 are known per se from the prior art, reference is made to further details on the relevant prior art. It is therefore clear that the disc brake 1 may comprise further assemblies, such as actuators for the brake pads, even if they are not shown in Fig. 1 for reasons of clarity.
    It should further be noted that the disc brake 1 according to FIG. 1 has only two brake linings 3. However, the disc brake 1 can also have more than two brake linings 3, for example three or four, or even only one brake pad 3.
    The design of the brake pad 3 and the brake pads 3 is better seen in FIGS. 2 and 3. Preferably, all brake pads 3 of a disc brake are the same. The following comments on the brake pad 3 can therefore be applied to more or the other brake pads 3 of the disc brake 1.
    The brake lining 3 comprises a carrier element 4 which has a front side 5 and a rear side 6.
    Further, the brake pad 3 comprises more than two friction elements 7. In the concrete embodiment of the brake pad 3, five friction elements 7 are arranged. However, fewer or more than five friction elements 7 can also be arranged.
    It should be noted that the brake pad can also have only one friction element 7, although the embodiment with more than two friction elements 7 is preferred.
    The friction elements 7 are arranged on the front side 5 of the support element 4 and connected thereto, but not directly but with the interposition of Reibelementträgerelementen 8. Each friction element 7 is disposed on a Reibelementträgerelement 8 and connected thereto. Accordingly, the brake lining 3 has a number of friction element carrier elements 8 corresponding to the number of friction elements 7. The friction element carrier elements 8 in turn are arranged on the front side 5 of the carrier element 4 and connected thereto.
    Preferably, the Reibelementträgerelemente 8 are in terms of their size - viewed in plan view - each as large as a friction element 7 viewed in the same direction. The side surfaces of the friction elements 7 are thus aligned with the side surfaces of the Reibelementträgerelemente 8, so have the same cross-sectional shape. Optionally, the Reibelementträgerelemente 8 may be slightly up to 10%, in particular by up to 5%, greater than the friction elements 7 (again viewed in plan view), so that the Reibelementträgerelemente 8 have on the outer circumference an annular free edge along the outer periphery, which may also may be pulled up, so that the friction elements 7 are at least partially bordered along their outer peripheries of the Reibelementträgerelemente 8, although the two latter embodiments of the brake lining 3 are not the preferred embodiments.
    The support member 4 is made in the preferred embodiment of the brake pad 3 from a flat sheet of a metallic material, in particular steel, by punching. The carrier element 4 is therefore preferably produced at least approximately near the end contour. Of course, other methods, such as cutting, e.g. Laser cutting, etc., can be used.
    Viewed in plan view, the friction elements 7 preferably have an at least approximately triangular cross-section with rounded tips. It should be noted, however, that the friction elements 7 may also have a different cross-sectional shape.
    The friction elements 7 are preferably made of a sintered material, for example on a copper-based sintered material. But there are also other materials possible, such as a fiber-reinforced resin.
    The friction elements 7 may be glued or soldered or welded to the Reibelementträgerelementen 8 or sintered on the Reibelementträgerelemente 8, as is well known.
    To connect the Reibelementträgerelemente 8 with the support member 4 is a respective securing element 9 (due to their function as a fastener markable), which is better seen in FIG. 4 can be seen. The securing elements 9 project beyond the friction element carrier elements 8 on the rear side thereof. The backs are those sides of Reibelementträgerelemente 8, which faces the support member 4.
    The securing elements 9 are each formed integrally with the respective friction element carrier element 8. In particular, they are made of the material thereof by deep drawing of the friction element carrier elements 8. However, other methods are also conceivable with which the one-piece production of the securing elements 9 can take place from the friction element carrier elements 8.
    It is preferred that only one securing element 9 per friction element carrier element 8 is formed. The rear sides of the Reibelementträgerelemente 8 are thus formed without further projections or preferably without further openings.
    To connect the Reibelementträgerelemente 8 with the support member 4 are further in the latter per fuse element 9, a recess, in particular an opening 10, formed in which the securing elements respectively protrude. Preferably, the openings 10 and the securing elements 9 each have a circular cross-section viewed in plan view.
    The dimensions of the cross sections of the apertures 10, in particular their diameter, are preferably dimensioned such that the securing elements 9 rest against the side walls delimiting the apertures 10 at least regionally, in particular fully circumferentially. Preferably, between the apertures 10 bounding side walls and the securing elements, a frictional engagement and / or positive engagement and / or adhesion is formed.
    Preferably, the friction elements 7 are directly above the friction element support members 8, i. without intermediate arrangement of separate spring elements, connected to the carrier element 4, wherein such separate spring elements may be present.
    After the Reibelementträgerelemente 8 preferably exclusively each have a securing element 9, no further elements for forming a rotation against these Reibelementträgerelementen 8 are provided. The rotation of the Reibelementträgerelemente 8 and thus the friction elements 7 via the support member 4 itself. For this purpose, the support member 4 preferably has a raised edge 11 which is formed in particular on the outer periphery of the support member 4. Thus, the support member 4 can also be made easily one piece.
    The edge 11 projects beyond the particular plate-shaped carrier element 4 in the direction of the Reibelementträgerelemente 8 (which are also preferably plate-shaped), so that the latter are at least partially covered laterally by the edge 11, as can be seen in particular in FIG. 5, in which a Reibelementträgerelement 8 is shown without friction element 7. Each of the Reibelementträgerelemente 8 is arranged on at least one side at least partially at a distance of a maximum of 5 mm, in particular at a distance between 1 mm and 2mm to the edge 11. For example, in the friction element carrier element 8 shown in FIG. 5 without friction element 7, two sides are arranged at this maximum distance from the edge 11.
    The edge 11 may extend over the entire circumference of the support element 4 or only over a portion of the circumference as can be seen for example in FIG. 3, in which the edge 11 is shown interrupted.
    The height of the edge 11 may be such that the friction element carrier elements are partially or completely covered laterally by the edge 11. The edge 11 can also be made higher, although this is not preferred, since the edge 11 is thus formed at the level of the friction elements 7, whereby the proportion of usable friction element 7 is reduced.
    It may also be provided that each of the Reibelementträgerelemente 8 rests on at least one side at least partially on the raised edge 11 of the support element 4 directly.
    As already stated, the securing elements 9 protrude into the respective recesses, in particular openings 10, of the carrier element 4, wherein the connection between the carrier element 4 and the securing elements 9 takes place by means of frictional engagement and / or adhesion and / or positive engagement. Optionally, these compounds can alternatively or additionally also by material adhesion, for example by gluing, welding or soldering done.
    According to a preferred embodiment variant, however, it may be provided that the securing elements 9 are arranged around the carrier element 4 in the area of the apertures 10 or encompassing each other. For this purpose, the securing elements 4 are formed higher than the wall thickness of the support element 4 corresponds. The rear side 6 of the support element 4 superior part of the securing elements 9 is converted accordingly, whereby the rear handle is formed, as shown in Fig. 4. By forming the securing elements 9, a groove-shaped end region 12 is formed, into which the carrier element 4 protrudes. The forming, for example, bending, takes place after the securing elements 9 have been inserted into or through the openings 10.
    The groove-shaped end portion 12 may be formed extending over a portion of the circumference of the fuse elements 9 or fully, so-so that, for example, an annular groove per fuse element 9 is arranged.
    According to a further embodiment variant of the brake pad 3, provision may be made for the carrier element 4 to have recesses in the area of the securing elements 9, in particular the openings 10 surrounded by raised areas 13 (dome-shaped areas) of the carrier element 4, as best shown in FIG. 4 can be seen. The raised portions 13 are designed in the direction of the Reibelementträgerelemente 8, so that therefore the back 6 of the support member 4 is formed with recesses.
    The elevations of the raised areas 13 can be seen with regard to the remaining, planar area of the carrier element 4.
    With these raised areas 13 support elements (support boss) are created so that the brake pads 7 are held pivotally. The brake pads 7, i. the friction element support members 8 in this embodiment are located (exclusively) on these raised portions 13, e.g. from Fig. 4 can be seen.
    The raised areas 13 can also be produced, for example, by deep drawing or by pressing. In particular, therefore, the raised portions 13 are made of the material of the carrier element 4 and connected in one piece with this.
    The raised areas 13 may have a maximum height in the range between 1 mm and 4 mm, in particular between 2 mm and 3 mm.
    Due to the raised regions 13, it is achieved that the friction element carrier elements 8 do not rest on the support element 4 over their entire surface. It can thus turn a bearing of Reibelementträgerelemente 8 can be achieved on the support member 4, which allows pivoting of the friction elements 7 at not full-surface load with the brake closed. Due to the pivoting ability, the full surface contact of the friction elements 7 to the brake disc 2 (FIG. 1) can be made possible. The connection of the Reibelementträgerelemente 8 on the securing elements 9 with the support member 4 may thus be formed in the manner of a swash bearing. With these raised areas 13 but also the stiffness behavior of the support element 4 itself and the temperature behavior of the brake pad 3 can be influenced.
    If the brake lining 3 is designed with the above-described securing elements 9, which embrace the carrier element 4, this encompassing is formed in the raised regions 13. This embodiment is shown in Fig. 4.
    For better cooling of the friction elements 7 can be provided that not only the carrier element 4 are formed in the region of the securing elements 9 with the above-mentioned openings 10, but that the securing elements 10 are provided with openings 14, as shown in FIG. 4 can be seen , The securing elements 9 can be designed, for example, at least approximately as a hollow cylinder. It can thus be achieved a reduction of the temperature load of the friction elements 7.
    Preferably, a receiving element 15 is arranged on the rear side 6 of the carrier element 4, which is connected to the carrier element 4. About this in the art also referred to as carriage receiving element 15, the connection with the brake caliper (not shown) can be produced. It may be provided that the receiving element 15 in the region of at least one of the openings 10 in the support member 4 also recesses 16 is provided, as best seen in FIG. 6 can be seen. Through these recesses 16, the securing elements 9 are accessible from the back 6 of the carrier element 4, so that individual of the friction elements can be easily replaced if necessary.
    As stated above, the securing elements 9 can have a circular cross-section viewed in plan view of the friction element carrier elements 8. After the securing elements 9 but is not made of a separate bolt-shaped member by turning, other cross-sections, such as an oval, a square (square, rectangular, ...), a pentagonal, a hexagonal, etc. are easy to produce, which an additional rotation for the friction elements 7 relative to the carrier element 4 can be achieved.
    Although the above-described embodiment of the brake pad 3 is the preferred, this may also be carried out differently. For example, the brake lining may be designed differently with regard to its shape or its cross-sectional area considered in plan view. There is also the possibility that additionally anti-rotation elements are arranged, for example bolt-shaped, which project beyond the underside of the friction element carrier element 8 and project into the carrier element 4. In addition, the Reibelementträgerelement 8 may also be mounted differently on the carrier element 4, for example by means of at least one rivet. Also, the support member may be designed differently, for example as a flat plate without edge.
    Figs. 1 to 6 serve to better illustrate the brake pad 3, i. the components of which the brake pad 3 is constructed to be able to deploy the braking effect. As already stated above, the brake lining 3, in addition to the carrier element 4, the friction element carrier element 8 and the friction element 7, also has at least one wear detection element 17, as can be seen from FIG. The wear detection element 17 is arranged on the carrier element 4 and fixed thereto. In particular, the wear detection element 17 abuts directly on the carrier element 4.
    In the embodiment of the brake pad 3 shown in FIG. 7, the wear detection element 17 is arranged on an end face 18 of the carrier element 4. But it is also possible that the wear detection element 17 is arranged on the front side 5 of the carrier element 4, as shown in Fig. 8, which shows a section of a brake pad 3 in cross section.
    With the wear detection element 17, the wear of the friction element 7 is detected. For the purposes of the invention, this means that it is detected with the wear detection element 17 when the friction element 7 is closed and must be replaced by a new friction element 7 or the entire brake pad 3. The progressive wear of the friction element 7 as a result of the friction during braking, ie the reduction of the height of the friction element 7, is not recognized.
    To detect wear, a signal sent by wear detection element 17 is evaluated in a signal receiving device, such as a reader, a mobile phone, a PC, a tablet PC, etc. The evaluation can in particular be made in such a way that, when the signal is received by the signal receiving device, the message is output that the brake pad 3, i. the friction element 7 and the friction elements 7 are in order, so there is no inadmissible wear. On the other hand, if no signal is sent by the wear detection device 17 because it has been destroyed as a result of the wear, the signal receiving device of the wear detection device 17 no longer receives a signal. In this case, the message is issued that the brake pad 3, i. whose friction element (s) 7, are ver-close and must be replaced / must. Other control functions may be associated with this message, such as an immobilizer for the rail vehicle or a starter lock for an engine, etc.
    For the assignment of the signal received by the signal receiving device signal of the wear detection device 17, the latter can be assigned an ID. For the detection of the wear of the friction element 7, the wear detection element 17 is arranged in the brake lining 3 such that it is destroyed at a minimum allowable height 19 (friction element thickness) of the friction element 7 due to friction on the brake disc 2 (FIG. This height 19 can be slightly, i. be at least 2%, greater than a height 20 of the Reibelementträgerelementes 8 viewed in the same direction, as shown in Fig. 8. It is thus still provided a safety cushion for the brake pad, so that the brake disc 2 is not damaged. But it is also possible that the minimum allowable height 19 is equal to the height 20 of Reibelementträgerelementes 8. Essentially, the minimum allowable height 29 is based on legal requirements and / or according to specifications of the rail vehicle manufacturer or vehicle manufacturer.
    According to a preferred embodiment of the brake lining, the wear detection element 17 is arranged at a distance from the friction element 7, as can be seen, for example, from FIG. 7 or FIG. 8. A distance 21 may be e.g. be selected from a range of 2 mm to 10 mm, in particular from a range of 3 mm to 8 mm. In the embodiment of the brake lining 3 with the raised edge 11 of the support element 4, as described above and as shown in Fig. 7, the distance 21 may be determined by the thickness of the raised edge 11, provided that the friction element 7 on the raised edge 11 is applied.
    Independently of this, however, according to a further embodiment variant of the brake pad 3, provision may be made for the wear detection element 17 to be arranged on the raised edge 11. In this embodiment, therefore, the above-mentioned end face 18 is formed by the raised edge 11, as can be seen from Fig. 7.
    The wear detection element 17 may in principle comprise any suitable electronic or electrical assembly that sends a corresponding signal. In the preferred embodiment of the brake lining 3, however, the wear detection element 17 is or comprises a passive electronic or electrical element. In this case, a passive electronic or electrical element is understood to be an element that does not have its own energy source, but instead receives the energy required for transmitting the signal from the signal or signals of the signal receiving device, which is used to read the signal from the wear detection element 17 be sent to them.
    But it is also possible that the wear detection device 17 has a self-powered sensor. For example, a thermoelectrically powered and (radio) sensor can be used, which obtains the necessary energy from the frictional heat generated during braking. The energy can be generated by means of a thermogenerator (on chip basis).
    In the preferred embodiment variant of the wear detection element 17, however, this includes a passive RFID (radio-frequency identification) or a passive SAW (surface acoustic wave) or consists thereof. Since both transponder technologies are known from the relevant prior art, reference is made to further details on it.
    As can be seen in particular from FIGS. 9 and 10, according to another embodiment variant of the brake pad 3 it can be provided that the wear detection element has a thermal insulation 22. The thermal insulation 22 serves to at least parts of the electrical or electronic
    Protect components of the wear detection element 17 from the heat that arises during braking due to friction.
    Preferably, the thermal insulation 22 is made of at least one material selected from a group consisting of or including mineral materials such as mica, ceramics, glass fiber composite materials, polytetrafluoroethylene (PTFE), silicone, silicone-containing plastics such as silica. Silicone rubber, heat protection paper, graphite, fiber-reinforced graphite, for example glass fiber-reinforced or basalt fiber-reinforced graphite, friction paper, or the thermal insulation 22 comprises at least one of these materials. It is also possible that the thermal insulation 22 is formed from a composite material which preferably comprises at least one of these materials.
    Preferably, at least part of the electrical or electronic components, in particular the passive element, of the wear detection element 17 is at least partially embedded in the thermal insulation 22. As can be seen from FIGS. 9 and 10, the passive element comprises or is formed from an antenna 23 and a sensor 24. The antenna 23 is conductively connected to the sensor 24. It can also be seen from these figures that the thermal insulation 22 is plate-shaped in this embodiment of the brake lining 3. The antenna 23 is arranged between two plates 25 of the thermal insulation 22. In particular, the antenna 23 is arranged between the plates 25 such that it remains visible on the front side, as can be seen from FIG. 9. Preferably, the plates 25 abut directly on the antenna 23.
    The sensor 24 may be received in a recess in one of the plates 25 or in recesses in the plates 25. He may be completely surrounded by the thermal insulation 22. But it is also possible that the sensor 24 is only partially surrounded by the thermal insulation. For example, the sensor 24 can be flush with at least one of the plates 25 on the outside.
    It should be noted that in Fig. 10, only one of the plates 25 is shown to explain this embodiment of the brake lining 3 better.
    There are also in this illustration of the brake lining 3, the two plates 25, which are shown in Fig. 9, available.
    In principle, however, it is also possible that the (plate-shaped) thermal insulation 22 is arranged only on one side of the wear detection element 17. In this case, the thermal insulation 22 is preferably arranged on the side of the wear detection element 17, which faces the friction element 7.
    Although the thermal insulation 22 is shown in FIG. 9 as having two plates 25, it may also have more than two plates 25, for example three, four, five, six, etc. In this case, the number of plates 25 on both sides of the wear detection element 17 may be the same be different. If it is different, the higher number of plates 25 is preferably arranged on the side facing the friction element 7.
    It is also possible to use the plates 25 of different materials for the thermal insulation 22. For example, the friction element 7 facing side of the wear detection element 17 may be provided with at least one plate 25 which has a higher temperature resistance than the side facing away from the friction element 7 of the wear detection element 17. Further, the friction element 7 facing away from the wear detection element 17 with at least one Plate 25 may be provided, which has a lower or no electrical conductivity compared to the at least one plate 25, which faces the friction element 7.
    The thermal insulation 22 can also be embodied differently, that is, not necessarily in the form of mutually parallel plates 25. For example, the electrical or electronic components of the wear detection element 17, ie in particular the antenna 23 and / or the sensor 24, at least partially, in particular in its entirety be encapsulated, in particular cast in a thermal insulating body.
    According to a further embodiment of the brake pad 3 can be provided that not the entire upper end face of the wear detection element 17 as a wear surface for destruction, in particular the antenna 23, is formed, but that the wear detection element 17 has a support member 4 superior raised area. This can for example be designed as a central elevation 26, as shown in FIG. 9 can be seen. The upper end face of this central elevation 26 is located at the height 19, which corresponds to the minimum height of the friction element 7 plus the height of Reibelementträgerelementes 8, as described above. In this embodiment variant, the antenna in this center increase is thus destroyed by friction on the brake disk 2 (FIG. 1) when the friction element 7 is worn, if the at least one friction element 7 has worn out. Due to the destruction of the antenna 23, no signal is sent to the signal receiving device as described above, from which the wear of the friction element 7 can be deduced (due to the destruction of the wear detection element 17 during operation of the brake element 3).
    The central elevation 26 may extend over a portion of the width of the wear detection element 17 or over its entire width, as shown in Fig. 9. Further, the central elevation 26 may extend over a length corresponding to between 5% and 30% of the total length of the wear detection element 17. In addition, the center elevation may have a height that corresponds to between 1% and 10% of the total height of the wear detection element 17.
    The raised area can also be designed differently, for example with a round cross-section. Furthermore, it is possible that more than one raised area is arranged or formed on the wear detection element 17, for example two or three. Preferably, all elevated areas are identical.
    In addition, in this embodiment variant of the brake pad 3 with the at least one raised region is preferred when the antenna 23 is visible from the outside, in particular flush with the upper end surfaces of the wear detection element 17, as shown in Fig. 9.
    The wear detection element 17 may be permanently connected to the carrier element 4, for example glued to this. There are also releasable fasteners with at least one fastening element 27 is possible, such as by means of at least one screw or at least one rivet, as shown in FIG. 11 can be seen. However, according to another embodiment variant of the brake lining 3, it is preferably provided that the wear detection element 17 with the fastening element 27 is detachably arranged on the carrier element 4. In this case, the fastening element 27 may be designed according to a further embodiment variant as a fastening clip, as shown in FIGS. 9 and 10. For this purpose, the fastening element 27 may have a bracket 28, with which the wear detection element 17 can be hung on the raised edge 11. The wear detection element 17 may have four transverse grooves 29, two of which are formed on the top and two on the bottom and in which the projecting from the bracket 28 leg 30 of the fastener 27 are received. The two legs 30 are further bent at least approximately U-shaped, wherein in each case the base of these U-shaped legs 30 rests against the friction element 7 facing away from the outside of the wear detection element 17. Characterized the wear detection element 17 is clamped between the raised edge 11 and the base.
    The legs 30 may further comprise a bent end portion 31, which is guided from below through corresponding recesses in the carrier element 4.
    It can thus be made safer attachment of the wear detection element 17.
    However, the fastening element 27 can also be designed differently, for example as a sheet metal clamp, as shown in Fig. 12. In this case, the sheet metal clip may be provided on the side facing away from the carrier element 4 with an elongated recess.
    It is also possible that the brake lining 3 has more than one wear detection element 17, for example two, three four, etc. It can be arranged per end face of the support element 4 at least one such wear detection element 17. Further, it is possible that a separate wear detection element 17 is arranged for each friction element 7 of the brake lining 3.
    It can further be provided that the wear detection element 17 is at least partially received in a recess in the carrier element 4, for example in a recess in the raised edge 11, is received, for example, a form-fitting manner.
    The signal of the wear detection element 17 can be read, for example, during maintenance work on the rail vehicle, which has the brake pad 3. But it is also possible to read the data every time you stop at a train station.
    The exemplary embodiments show or describe possible design variants, it being noted at this point that various combinations of the individual design variants are also possible with one another.
    For the sake of order, it should finally be pointed out that, for better understanding of the structure of the brake pad 3, this is not necessarily shown to scale.
    REFERENCE SIGNS LIST 1 disc brake 31 end portion 2 brake disc 3 brake pad 4 support member 5 front 6 back 7 friction element 8 Reibelementträgerelement 9 securing element 10 breakthrough 11 edge 12 area 13 area 14 breakthrough 15 receiving element 16 recess 17 wear detection element 18 end face 19 height 20 height 21 distance 22 insulation 23 antenna 24th Sensor 25 Plate 26 Center elevation 27 Fastening element 28 Bracket 29 Transverse groove 30 Leg
    权利要求:
    Claims (13)
    [1]
    claims
    A brake lining (3), in particular for a rail vehicle, having a carrier element (4) which has a front side (5) and a rear side (6), at least one friction element (7), at least one friction element carrier element (8), the at least one a friction member (7) is inseparably connected to the friction member support member (8) and the friction member support member (8) is disposed on and connected to the front side (5) of the support member (4), further comprising at least one wear detection member (17) in that the wear detection element (17) is fastened to the carrier element (4).
    [2]
    2. Brake pad (3) according to claim 1, characterized in that the wear detection element (17) spaced from the friction element (7) is arranged.
    [3]
    3. Brake pad (3) according to claim 1 or 2, characterized in that the carrier element (4) has a raised edge (11) which covers the Reibelementträgerelement (8) at least partially laterally, and that the wear detection element (17) on the elevated Edge (11) is arranged.
    [4]
    4. brake lining (3) according to one of claims 1 to 3, characterized in that the wear detection element (17) comprises a passive element without its own power supply, in particular a passive RFID or a passive SAW.
    [5]
    5. Brake pad (3) according to one of claims 1 to 4, characterized in that the wear detection element (17) has a thermal insulation (22).
    [6]
    6. brake lining (3) according to claim 5, characterized in that the passive element is at least partially embedded in the thermal insulation (22).
    [7]
    7. Brake pad (3) according to claim 5 or 6, characterized in that the thermal insulation (22) is formed by plate-shaped elements.
    [8]
    8. Brake pad (3) according to any one of claims 5 to 7, characterized in that the thermal insulation (22) of at least one material selected from a group consisting of mineral materials, PTFE, silicone, silicone-containing plastics, heat protection paper, graphite, fiber-reinforced graphite , Friction paper, is formed.
    [9]
    9. Brake pad (3) according to any one of claims 5 to 8, characterized in that the thermal insulation (22) is formed of a composite material.
    [10]
    10. Brake lining (3) according to one of claims 1 to 9, characterized in that the wear detection element (17) has a carrier element (4) projecting elevated area.
    [11]
    11. Brake pad (3) according to any one of claims 1 to 10, characterized in that the wear detection element (17) with a fastening element (27) is arranged detachably on the carrier element (4).
    [12]
    12. Brake pad (3) according to claim 11, characterized in that the fastening element (27) is a fastening clip.
    [13]
    13. Disc brake (1) comprising at least one brake pad (3), characterized in that the brake pad (3) is designed according to one of claims 1 to 12.
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    同族专利:
    公开号 | 公开日
    AT519454B1|2018-07-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0510737A1|1991-04-22|1992-10-28|Acg France|Brake wear indicating device|
    DE69301169T2|1992-02-28|1996-09-05|Plastic Omnium Cie|Wear indicator for brake pads|
    DE102008032818A1|2007-10-10|2009-04-16|Continental Teves Ag & Co. Ohg|brake shoe|DE102020100139A1|2020-01-07|2021-07-08|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Brake lining for a disc brake of a rail vehicle and disc brake|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50330/2017A|AT519454B1|2017-04-25|2017-04-25|brake lining|ATA50330/2017A| AT519454B1|2017-04-25|2017-04-25|brake lining|
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