A brake lining includes a mounting plate, sliding members and elastic members. The sliding members are arranged in the transverse direction and the longitudinal direction of the mounting plate on one surface of the mounting plate to form transverse rows and longitudinal rows. The elastic members are provided in correspondence with the sliding members. Each of the elastic members is disposed between the corresponding sliding member and the mounting plate. A gap exists between adjacent transverse rows, and extends over the entire length of the transverse rows. A gap exists between adjacent longitudinal rows, and extends over the entire length of the longitudinal rows. The gap has a width that is smaller than a width of the gap.

A brake lining includes a mounting plate, sliding members and elastic members. The sliding members are arranged in the transverse direction and the longitudinal direction of the mounting plate on one surface of the mounting plate to form transverse rows and longitudinal rows. The elastic members are provided in correspondence with the sliding members. Each of the elastic members is disposed between the corresponding sliding member and the mounting plate. A gap exists between adjacent transverse rows, and extends over the entire length of the transverse rows. A gap exists between adjacent longitudinal rows, and extends over the entire length of the longitudinal rows. The gap has a width that is smaller than a width of the gap.

A brake disc assembly includes a central drive hub and a wear disc, which includes first and second faces held together axially about the hub. Each face has a respective inner surface and is formed of at least two distinct segments. Each segment extends between two radial edges. The radial edges of the segments of one face do not extend opposite the radial edges of the segments of the other face. Each segment of the face is adapted to be secured to a segment of the other face via at least one fastening member adapted to hold said faces.

A brake disc assembly includes a central drive hub and a wear disc, which includes first and second faces held together axially about the hub. Each face has a respective inner surface and is formed of at least two distinct segments. Each segment extends between two radial edges. The radial edges of the segments of one face do not extend opposite the radial edges of the segments of the other face. Each segment of the face is adapted to be secured to a segment of the other face via at least one fastening member adapted to hold said faces.

A railway-vehicles scalable tractive power system, integrated into all-wheel steering and braking systems to leverage synergies between plurality of differently designed electric traction-motors, electric steering motors and electric brake calipers; configured with plurality of sensors to eliminate wheel-dragging at virtually 100% dynamic efficiency. A fully automated electronic clutch-system attached to selected electric traction motors configured to perform above 90% traction efficiency by coupling to wheels selected electric traction-motors in their high efficiency range of operation, or de-coupling and replacing electric traction-motors with another electric traction-motors while the vehicle is changing speed or when it requires higher or lower tractive-power, from forward-motion start to top-rated speed. A holistic controller is configured with multi-objective optimization design (MOOD) procedures; measures complex variable parameters and values, finds the required trade-off among design objectives, and improves pertinence of solutions. Plurality of electronic-couplers is monitoring changing distance between wagons, whereas the controller is maintaining optimal ‘free-slack’ between wagons to prevent ‘run-in’ and ‘run-out’ scenarios with precise maneuverability between electric traction-motors actuation and electric brake-calipers actuation.

A railway-vehicles scalable tractive power system, integrated into all-wheel steering and braking systems to leverage synergies between plurality of differently designed electric traction-motors, electric steering motors and electric brake calipers; configured with plurality of sensors to eliminate wheel-dragging at virtually 100% dynamic efficiency. A fully automated electronic clutch-system attached to selected electric traction motors configured to perform above 90% traction efficiency by coupling to wheels selected electric traction-motors in their high efficiency range of operation, or de-coupling and replacing electric traction-motors with another electric traction-motors while the vehicle is changing speed or when it requires higher or lower tractive-power, from forward-motion start to top-rated speed. A holistic controller is configured with multi-objective optimization design (MOOD) procedures; measures complex variable parameters and values, finds the required trade-off among design objectives, and improves pertinence of solutions. Plurality of electronic-couplers is monitoring changing distance between wagons, whereas the controller is maintaining optimal ‘free-slack’ between wagons to prevent ‘run-in’ and ‘run-out’ scenarios with precise maneuverability between electric traction-motors actuation and electric brake-calipers actuation.

Disclosed is a friction assembly for a railway disc brake system, this friction assembly including, on the one hand, a brake head including an upper face with a receiving slide, and a lower face, and on the other hand, shoe of friction material and including a first face which is the friction face, and a second face with a profile member configured to engage with the receiving slide, the shoe including a duct establishing sealed communication between a first space bordered by the first face and a second space bordered by the second face, the friction assembly further including a through-hole of central axis A, provided in the brake head and located in line with the duct, and a connection bushing in the through-hole and forming a connection with the duct. The friction assembly includes a return mechanism capable of pressing the connection bushing against the profile member.

In a friction pad assembly for a disc brake, a plurality of lining assemblies supported on a guide plate are pressed to a disc rotor. The lining assembly includes a friction material and a back plate portion. A plate fitting portion of the lining assembly is inserted and equipped to a guide hole portion, and braking torque is transmitted from the plate fitting portion to the guide plate. A plurality of link plates applying pressing force from a torque receiving plate to the lining assembly are provided between the torque receiving plate and the back plate portion adhered to the guide plate. A damping layer sandwiched between inner surfaces of the torque receiving plate is provided on back surface sides of the link plates.

In a friction pad assembly for a disc brake, a plurality of lining assemblies supported on a guide plate are pressed to a disc rotor. The lining assembly includes a friction material and a back plate portion. A plate fitting portion of the lining assembly is inserted and equipped to a guide hole portion, and braking torque is transmitted from the plate fitting portion to the guide plate. A plurality of link plates applying pressing force from a torque receiving plate to the lining assembly are provided between the torque receiving plate and the back plate portion adhered to the guide plate. A damping layer sandwiched between inner surfaces of the torque receiving plate is provided on back surface sides of the link plates.

A brake device for a railway vehicle includes: a regular electric motor having a rotatable regular-side rotor; a transmission shaft member extending from the regular electric motor in the direction of the rotation axis of the regular-side rotor and rotated by the rotational force output from the regular-side rotor; a conversion mechanism attached to the transmission shaft member and configured to convert the rotational motion of the transmission shaft member into linear motion; friction members configured to receive the linear motion to be pressed against a brake-applied member of the railway vehicle, so as to brake the railway vehicle; and a security power unit attached to the transmission shaft member and configured to output the rotational force to the transmission shaft member.