JP2000130481A - Disc brake device for railway rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To use a disc brake device stably and for a long period of time until it reaches an abrasional limit by preventing thermal fatigue and production of a crack by changing thickness of a ring sliding plate in the radial direction so as to be lowered in the same degree as the outer peripheral side on the thermal stress inner peripheral side to be generated at the time of braking. SOLUTION: Each of ring sliding plates 3 becomes thicker in thickness toward an inner peripheral part 3a from an end of an outer peripheral part 3b, and thickness does not change but is constant on the inner peripheral part 3a. An outer surface is flat, the inner surface side is inclined inward so as to gradually increase thickness toward the inner peripheral part 3a from the end of the outer peripheral part 3b, and it is flat on the inner peripheral part 3a. Additionally, a cooling rib 4 to connect an intermediate plate 2b and each of the ring sliding plates 3 to each other is formed with its respective inner peripheral edge parts 4a in a large circular arc surface shape. Consequently, it is braked by holding the ring sliding plates 3 by braking elements on both sides, but thermal stress generated at the time of braking becomes roughly uniform on inner and outer peripheries of the ring sliding plates 3. Consequently, it is hard to produce a crack and to cause thermal fatigue on the ring sliding plates 3.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a disk brake device for a railway vehicle, and more particularly, to cooling ribs arranged on both sides of an outer peripheral portion of a disk-shaped intermediate plate at circumferentially spaced intervals. The present invention relates to a brake disc (braking disc) having an annular sliding plate disposed therebetween.

[0002]

2. Description of the Related Art In a disk brake device for a railway vehicle, a load applied to a brake disk via a brake (lining) during braking is several times to several tens times that of a vehicle disk brake device. On the other hand, the wear rate of the sliding plate is very high, and the wear limit indicating the replacement time is about 10 mm in the amount of wear, and 5 in the sectional area of the sliding plate.
0% or more. Further, in a railway vehicle brake disc, the amount of braking energy to be shared varies depending on the train composition, and the rate of the change is large. If the descending slope is longer, braking may be continuously performed for a long time of 10 minutes or more. Therefore, the continuous braking time is considerably longer than that of a brake disk for an automobile, and the amount of wear is correspondingly large.
Therefore, the required strength and heat capacity are extremely high as compared with a brake disk for an automobile. In addition, it is structurally different from an asymmetrical brake disc for automobiles, for example, it is symmetrical on both sides (front and back) across the middle plate. Incidentally, there are Japanese Utility Model Publication No. 6-47142 and Japanese Patent Application Laid-Open No. 7-91471 as prior art gazettes relating to brake disks for automobiles.

[0003] Conventionally, brake disks for railway vehicles have been
As shown in FIG. 12B, the thicknesses of the annular sliding plates 13 disposed on both sides of the intermediate plate 12 of the disk 11 were uniform throughout (in the circumferential and radial directions). . In addition,
A two-dot chain line S in the sliding plate 13 in FIG. 12B indicates a wear limit, and reference numeral 14 in FIG. 12 denotes a cooling rib (fin), 12a denotes a mounting hole, 15 denotes a flange with a mounting hole 15a, 16 Is a bolt nut.

[0004]

However, the above-described conventional disk brake device provided with a brake disk for a railway vehicle has problems that must be solved in the following points.

That is, before the brake disk reaches the wear limit, cracks (thermal cracks) enter the radial direction, and the cracks reach a predetermined length (20 mm in standard) or reach the inner peripheral edge or the outer peripheral edge. If they do, they will need to be replaced. In other words, it may take a long time to reach the wear limit, but a crack may have to be replaced in a short period of one to two years.

Generally, cracks tend to occur on the inner peripheral side of the brake disk, and the amount of wear on the inner peripheral side tends to be larger than that on the outer peripheral side. It is presumed that this is because structurally, thermal stress generated on the inner peripheral side is high, and the temperature distribution generated during braking is higher on the inner peripheral side than on the outer peripheral side.

The present invention has been made in view of the above points, and reduces high thermal stress generated on the inner peripheral side of an annular sliding plate during braking to about the same level as on the outer peripheral side, thereby reducing the occurrence of thermal fatigue and cracks. It is an object of the present invention to provide a brake disc for a railway vehicle disc brake device which can prevent the occurrence of a change and extend the replacement time until the wear limit is reached, and can be used stably for a long time.

[0008]

DISCLOSURE OF THE INVENTION In order to achieve the above-mentioned object, a disk brake device for a railway vehicle according to the present invention is provided on both sides of an outer peripheral portion of a disk-shaped intermediate plate with a circumferential interval therebetween. In a disk brake device for a railway vehicle provided with a brake disk in which an annular sliding plate is disposed via a cooling rib to be disposed, the thickness of the annular sliding plate is set such that the thickness of the annular sliding plate on the inner peripheral side of a thermal stress generated during braking. It is characterized in that it is changed in the radial direction so as to decrease to the same extent as the outer peripheral side.

According to the disk brake device for a railway vehicle according to the present invention having the above configuration, the thermal stress generated by the heat generated by the friction with the brake during braking is substantially the same on the inner circumferential side as on the outer circumferential side. This lowers thermal fatigue and minimizes cracking, allows the brake disc to be used to its friction limit, prolongs the life of the brake disc, and greatly extends the time for replacement.

[0010] As described in claim 2, the thickness of the inner peripheral side of the annular sliding plate is made larger than the thickness of the outer peripheral side, and is gradually increased from the outer peripheral side to the inner peripheral side. Is preferred.

In the conventional brake disk, as described above, the thickness of the sliding plate in the radial direction is constant. Therefore, even if cracks do not occur, abrasion on the radially inner peripheral side of the sliding plate is large. When the inner peripheral portion starts to be worn, the inner peripheral portion progresses at an accelerated rate, and the inner peripheral portion reaches the wear limit in a short period of time. Although the exact cause is unknown, it is considered that one side of the brake element, poor cooling, deformation of the sliding plate, and the like are present. On the other hand, according to the disc brake device of the present invention, the thickness (wall thickness) on the inner peripheral side in the radial direction of the sliding plate is thicker than that on the outer peripheral side. The generated thermal stress on the inner peripheral side is low, so that wear on the inner peripheral side is suppressed as compared with the conventional brake disk. As a result, the thermal stress distribution in the radially inner and outer peripheral portions of the sliding plate is made uniform, and the sliding plate is worn almost uniformly as a whole, so that the life of the brake disk is drastically extended. In addition, if the thickness of the outer peripheral side of the sliding plate is reduced and the thickness of the inner peripheral side is relatively thicker than the outer peripheral side,
The overall weight of the brake disc can be reduced, and the cost can be reduced.

According to a third aspect of the present invention, the ratio between the thickness of the inner peripheral portion and the thickness of the outer peripheral portion of the annular sliding plate is set to be approximately 3: 1 in a wear limit state. desirable.

In the brake test of the disk brake device according to the present invention, the sliding plate was almost uniformly worn in the radial direction including the inner peripheral side and the outer peripheral side. During this time, almost no thermal fatigue or cracking occurred in the sliding plate. With respect to the thickness of the sliding plate of the disc brake which provides such a favorable result, the ratio of the thickness on the inner peripheral side to the thickness on the outer peripheral side when the wear limit is reached is approximately 3: 1.

According to a fourth aspect of the present invention, the thickness of the inner peripheral portion of each of the annular sliding plates on both sides is increased toward the back side (inward), so that the thickness is greater than the thickness of the outer peripheral portion.
Preferably, the distance between the surfaces of the annular sliding plates on both sides is constant along the radial direction.

In the invention according to claim 4, the thickness in the radial direction is changed by increasing the thickness toward the rear surface side of the sliding plate, and the thickness on the inner peripheral side is changed to the outer peripheral side. The thickness of the brake disc is larger than that of the conventional brake disc, so the brake disc can maintain the same dimensions as the conventional brake disc, so it can be used as a replacement for the conventional product without changing the structure and size of the brake element. It is possible and is versatile.

According to a fifth aspect of the present invention, the thickness of each of the cooling ribs on both sides in the circumferential direction can be made thicker on the inner peripheral side than on the outer peripheral side.

According to the fifth aspect of the present invention, in addition to increasing the thickness on the inner peripheral side of the sliding plate, the circumferential thickness of the cooling rib for supporting the vicinity of the inner peripheral portion of the sliding plate is also increased. Because it gets thicker
As the strength of the inner peripheral portion of the sliding plate increases, the heat capacity capable of inputting heat also increases. As a result, it is possible to suppress an increase in the temperature of the inner peripheral side of the sliding plate during braking, and to prevent wear from becoming faster on the inner peripheral side than on the outer peripheral side.

[0018]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a disk brake device for a railway vehicle according to an embodiment of the present invention.

FIG. 1 is a front view showing a brake disc according to an embodiment of the present invention, FIG. 2 is a right side view of the brake disc shown in FIG. 1, FIG. 3 is a sectional view taken along line AA of FIG. 1, and FIG. 1 B
5 is a view in the direction of arrow C in FIG. 2, and FIG. 6 is a sectional view taken along line DD in FIG.

As shown in FIGS. 1 and 2, the brake disc 1 is formed of a semicircular disc divided into two parts, and is formed into a circular brake disc by combining and joining a pair of brake discs 1.1. In this example, the brake disk 1 is divided into two, but it may be divided into three to five or a non-divided circular disk. The brake disk 1 has a disk-shaped middle plate 2 having a central portion 2a opened, and a large number of cooling ribs (cooling fins) 4 arranged on both sides of an outer peripheral portion of the middle plate 2 at equal intervals in a circumferential direction. And an annular sliding plate 3 arranged in the same direction.

As shown in FIG. 3, the outer peripheral portion 2b of the middle plate 2 is gradually reduced in thickness in the radially outward direction.
Are formed in an R (curved surface) shape on both sides. Around the central opening 2a of the intermediate plate 2, mounting holes 2c for mounting to a flange surface of an axle (not shown) and wheels (not shown) are formed at regular intervals in a circumferential direction. I have.

As shown in FIG. 3, each of the annular sliding plates 3 on both sides gradually increases in thickness from the end of the outer peripheral portion 3b toward the inner peripheral portion 3a, and the thickness does not change at the inner peripheral portion 3a but remains constant. Has become. The outer surface is flat, and the inner surface (back surface) side is the outer peripheral portion 3.
It is inclined inward so as to gradually increase the thickness from the end of b to the inner peripheral portion 3a, and becomes flat at the inner peripheral portion 3a. Outer peripheral edge 3d and inner peripheral edge 3 on the outer surface of each annular sliding plate 3
c are each formed in an R (curved surface) shape, and the inner peripheral edge portion 3c of the inner surface (back surface) is formed in an R (curved surface) shape having a large curvature. In this example, the thickness of the outer peripheral portion 3d of the annular sliding plate 3 is 16 mm, and the thickness of the inner peripheral portion 3a is 28 mm.
And the radial length of the portion where the thickness of the inner peripheral portion 3a is constant is approximately one of the radial length of the annular sliding plate 3.
/ 4.

Further, the cooling ribs 4 connecting the outer peripheral portion 2b of the middle plate 2 and each of the annular sliding plates 3 have inner peripheral edges 4a formed in a large arc shape as shown in FIG.
The radial thickness (width) of the cooling ribs 4 is constant from the outer peripheral portion 3b to the inner peripheral end as shown in FIG. 1, and from the inner peripheral edge 3c of the annular sliding plate 3 to the inner peripheral end of each cooling rib 4. The portion 4b is exposed, and a gap (cooling port) 5 is formed in the radial direction along the inner peripheral edge of the annular sliding plate 3. Also, both corners of the inner peripheral end 4b of each cooling rib 4 are formed in an R (curved surface) shape. Further, as shown in FIGS. 4 to 6, a cooling air circulation space 7 formed by being surrounded by the middle plate 2, the annular sliding plate 3, and the cooling ribs 4 has a wide outer peripheral portion 3 b side, Although the peripheral portion 3a side is narrow, the cooling port 5 is provided on both sides as described above on the inner peripheral portion 3a side, so that the flow of the cooling air is not particularly hindered.

The joint end surface of the brake disc 1 is shown in FIG.
As shown in FIG. 2, except for the central opening 2a, the end plate 6 is closed, and connection holes 6a
a are drilled, these connection holes 6a.
A connection member (not shown) is fitted to 6a, and is integrally joined to the other brake disk 1.

By the way, the brake disk 1 according to the present embodiment configured as described above has a pair of disks 1.
1 is integrally joined about an axle (not shown) to a flange 15 (FIG. 12) and a wheel (not shown) at an end of the axle (not shown), and to a mounting hole 2c at an inner peripheral portion. For example, as shown in FIG. 12 (b), it is inserted through a series of bolts and nuts 16 and a mounting hole 15 a of the flange 15 to be mounted. Further, in the brake disk 1 of the above embodiment, brakes (not shown) are respectively arranged at substantially intermediate positions in the radial direction on both sides of the annular sliding plate 3, and the brakes (not shown) on both sides are annular. Although the braking is performed by sandwiching the sliding plate 3, the thermal stress generated at the time of braking becomes substantially uniform on the inner and outer circumferences of the annular sliding plate 3. Therefore, unlike the conventional brake disk 11, cracks and thermal fatigue hardly occur in the annular sliding plate 3. At a wear limit indicated by a two-dot chain line S in FIG. 3, that is, in a state where the outer surface side of the annular sliding plate 3 is entirely worn by about 10 mm, the brake disk 1 of the above embodiment has a thickness at the end on the outer peripheral portion 3b side. 6mm, inner circumference 3
It becomes 18 mm on the side a and the thickness ratio becomes 1: 3. In a brake test performed on a disk brake device using the brake disk 1 having this configuration, the annular sliding plate 3 was worn almost uniformly in the radial direction including the inner peripheral portion 3a side and the outer peripheral portion 3b side. , 10mm overall
Although the wear reached the wear limit due to front and rear wear, thermal fatigue and cracks hardly occurred in the annular sliding plate 3 during this time. In the case of this example, the brake disk 1 including the annular sliding plate 3 was integrally formed by casting using flaky graphite cast iron.

FIGS. 7 to 10 are partial cross-sectional views showing another embodiment of the present invention, corresponding to FIG.

The brake disk 1-2 shown in FIG. 7 is formed so that the back surface of the annular sliding plate 3 on both sides gradually and linearly increases in thickness from the outer peripheral end to the inner peripheral end.

The brake disc 1-3 shown in FIG.
As compared with the brake disk 1-2 shown in FIG. 1, the thickness from the outer peripheral end to the inner peripheral end is increased on the outer peripheral side and increased on the inner peripheral side.

The brake disk 1-4 shown in FIG.
As compared with the brake disk 1-2 shown in (1), the thickness from the outer peripheral end to the inner peripheral end is increased on the outer peripheral side and smaller on the inner peripheral side.

The brake disk 1-5 shown in FIG. 10 has a larger thickness from the outer peripheral end to the inner peripheral end in the radially intermediate portion than the brake disk 1-2 shown in FIG. It is formed to be smaller on the peripheral side and the outer peripheral side, respectively.

Brake disc 1 according to each of the above embodiments
-2 to 1-5 are formed so that the thickness gradually increases from the outer peripheral end to the inner peripheral end. This is common to the brake disk 1 according to the first embodiment, but a specific method of increasing the thickness Are different. However, in each case, the thickness is changed in the radial direction so that the thermal stress generated at the time of braking becomes uniform in the radial direction, and the manner of change is due to the difference in material and structure.

In the brake disk 1-6 shown in FIG. 11, the thickness of each cooling rib 4 on both sides in the circumferential direction is larger on the inner peripheral portion 3a side than on the outer peripheral portion 3b side as shown in FIG. 11 (a). It is formed as follows. On the other hand, in the case of this example, the thickness of the annular sliding plate 3 is gradually increased from the outer peripheral portion 3b side to the inner peripheral portion 3a side, but compared with the conventional brake disk 11 (FIG. 12), The brake disc 1-6 is formed to be thinner so as to reduce the overall weight. In the case of the brake disc 1-6 of this embodiment, not only the occurrence of fatigue fracture and thermal cracking due to repeated thermal load during braking is suppressed, but also the unnecessary thickness of the annular sliding plate 3 is reduced, thereby reducing cost. The effect that the riding comfort of the vehicle is improved by the reduction in the weight and the unsprung weight is produced.

[0033]

As is apparent from the above description,
The railway vehicle disk brake device provided with the brake disk of the present invention has the following excellent effects.

(1) Since the thermal stress on the inner peripheral side generated in the annular sliding plate during braking is reduced, thermal fatigue is reduced and the occurrence of cracks is minimized, and the life of the brake disk is reduced. Is extended, the replacement period is greatly extended, and the device can be used stably for a long period of time.

(2) According to the second aspect of the invention, the thickness (wall thickness) on the inner peripheral side in the radial direction of the annular sliding plate is made larger than that on the outer peripheral side. Since the heat capacity on the peripheral side is large and the rapid temperature rise is suppressed, the early wear on the inner peripheral side seen in the conventional brake disc is suppressed. As a result, the wear of the brake disc is substantially uniform over the whole, and the life of the brake disc is greatly extended. In addition, if the thickness of the outer peripheral side of the sliding plate is reduced and the thickness of the inner peripheral side is made relatively thicker than the outer peripheral side, the overall weight of the brake disc can be reduced, and cost reduction can be achieved. The ride comfort of the vehicle is also improved by reducing the unsprung weight.

(3) According to the third aspect of the present invention, as a result of repeating the brake test with the railroad vehicle, the sliding plate is substantially evenly distributed in the radial direction including the inner peripheral side and the outer peripheral side of the sliding plate. It was worn, and it was worn around 10 mm as a whole and reached the wear limit. During this time, cracks hardly occurred on the sliding plate.

(4) In the invention according to claim 4, the thickness of the inner peripheral portion is made larger than that of the outer peripheral portion by increasing the thickness toward the rear surface side of the sliding plate. Therefore, since the outer shape of the brake disk can be maintained exactly the same as that of the conventional brake disk, the brake disk can be used as a replacement for the conventional product without changing the structure and size of the brake.

(5) In the invention according to claim 5, in addition to the thickness of the inner peripheral portion side of the sliding plate being increased, the circumferential thickness of the cooling rib supporting the vicinity of the inner peripheral portion of the sliding plate is also increased. Will also be thicker,
As the strength of the inner peripheral portion of the sliding plate increases, the heat capacity capable of inputting heat further increases. Further, by making the thickness of the annular sliding plate thinner as compared with the conventional one, the weight can be easily reduced.

[Brief description of the drawings]

FIG. 1 is a front view showing a brake disc according to an embodiment of the present invention.

FIG. 2 is a right side view showing the brake disc of FIG.

FIG. 3 is a sectional view taken along line AA of FIG. 1;

FIG. 4 is a view in the direction of arrow B in FIG. 1;

FIG. 5 is a view in the direction of arrow C in FIG. 2;

FIG. 6 is a sectional view taken along line DD of FIG. 1;

FIG. 7 is a partial sectional view showing a second embodiment of the brake disk according to the present invention, and is a drawing corresponding to FIG.

FIG. 8 is a partial sectional view showing a third embodiment of the brake disk of the present invention, and is a drawing corresponding to FIG.

FIG. 9 is a partial sectional view showing a fourth embodiment of the brake disc according to the present invention, and is a drawing corresponding to FIG.

FIG. 10 is a partial sectional view showing a fifth embodiment of the brake disk according to the present invention, and is a drawing corresponding to FIG. 3;

11 (a) is a front view showing a part of a brake disk according to a sixth embodiment of the present invention, and FIG.
FIG. 3A is a cross-sectional view of the brake disk taken along line EE of FIG.

FIG. 12A shows a conventional brake disc for a general railway vehicle, and FIG. 12A is a front view showing a part thereof, and FIG.
FIG. 2 (b) is a sectional view taken along line FF of the brake disk of FIG. 12 (a).

[Explanation of symbols]

 1 ・ 1-2〜1-6 Brake disk 2 Middle plate 3 Annular sliding plate 4 Cooling rib (cooling fin) 5 Gap (cooling port) 6 End plate 7 Space for cooling air circulation

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Koji Komatsu 2-1-1, Wadayama-dori, Hyogo-ku, Kobe-shi, Hyogo F-term in Kawasaki Heavy Industries, Ltd. Hyogo Plant (Reference) 3J058 BA31 BA46 BA70 CB23 CB25 FA21

Claims (5)

[Claims] 1. A railway equipped with a brake disk having an annular sliding plate disposed on both sides of an outer peripheral portion of a disk-shaped intermediate plate via cooling ribs arranged at intervals in the circumferential direction. In a vehicle disk brake device, a railway vehicle characterized in that the thickness of the annular sliding plate is changed in a radial direction so that a thermal stress generated at the time of braking is reduced to the same degree on an inner peripheral side as on an outer peripheral side. Disc brake device. 2. The railway according to claim 1, wherein the thickness of the inner peripheral portion of the annular sliding plate is larger than the thickness of the outer peripheral portion, and the thickness gradually increases from the outer peripheral portion to the inner peripheral portion. Disc brake device for vehicles. 3. The railway vehicle according to claim 1, wherein a ratio of a thickness of the inner peripheral portion to a thickness of the outer peripheral portion of the annular sliding plate is set to be approximately 3: 1 in a wear limit state. Disc brake device. 4. The thickness of the inner peripheral portion of each of the annular sliding plates on both sides is increased toward the back side so as to be greater than the thickness of the outer peripheral portion, and the distance between the surfaces of the annular sliding plates on both sides. 4. The disc brake device for a railway vehicle according to claim 2, wherein the distance is constant in a radial direction. 5. The disk brake device for a railway vehicle according to claim 1, wherein the thickness of each of the cooling ribs on both sides in the circumferential direction is larger on the inner circumferential side than on the outer circumferential side. .