JP2008002572A - Disk brake device for railway vehicle for preventing incorrect attachment of brake pad - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a disk brake device capable of preventing a brake pad from being installed on a pad holder from an incorrect direction. <P>SOLUTION: This disk brake device comprises a pair of right and left pad holders 11 installed on both sides of a brake disk 4 and the brake pad 10 having a navel 56 disengageably engaged with the guide part of the pad holder 11 from the underside. The brake pad 10 is formed in an asymmetrical shape with respect to the vertical center axis of the navel 56 and installable on either of right and left pad holders 11 by inverting it upside down. A projection 20 allowing its insertion when the brake pad 10 is in the normal direction and prohibiting its insertion when it is in the incorrect direction is formed on each of the pad holders 11. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a railway vehicle disc brake device.

  2. Description of the Related Art Conventionally, in a railway vehicle, there is a disc brake device that brakes a brake disc attached to an axle that connects wheels as a brake device for reducing or stopping the speed (for example, see Patent Document 1).

  The disc brake device has a configuration in which a brake pad (pad) that is curved along the rotational direction of the disc is held in a pair of pad holders arranged on the left and right sides of the disc so as to face the side surface of the disc. In such a disc brake device, the pad holder is brought close to the side surface of the disc, and the brake pad is brought into contact with and sandwiched between the left and right side surfaces of the disc, thereby applying a braking force to the disc. Since the brake pad wears out, it needs to be removed from the pad holder or periodically replaced for maintenance. In order to make the brake pad detachable from the pad holder in the vertical direction for maintenance or replacement, the pad holder is provided with a guide part, and the brake pad is provided with a guided part guided by the guide part.

By the way, the pair of pad holders has a symmetrical shape. On the other hand, the brake pads use the same left and right pad holders (formed in a single shape) in order to enable left and right use, and the brake pads follow the disc rotation direction. It has a curved shape. Then, the operator determines the mounting direction of the brake pad for each of the left and right pad holders and attaches them to each pad holder.
JP 2003-14012 A

  Because the brake pad can be used on the left and right sides, if the guide part on the pad holder side and the guided part on the brake pad side are aligned, the pad can be used even if the top and bottom of the brake pad are reversed and in the wrong direction. It can be attached to the holder. However, when the brake pad is inserted with the top and bottom correctly, the bending direction of the brake pad will match the bending direction of the disc.If the brake pad is inserted into the pad holder by mistake, the bending direction of the brake pad will change. The direction is opposite to the disk bending direction.

  Therefore, an object of the present invention is to provide a disc brake device that can prevent a brake pad from being attached to a pad holder from a wrong direction.

  A disc brake device for a railway vehicle according to the present invention includes a pair of left and right pad holders provided on both sides of a brake disc, and a brake pad having a guided portion that is detachably engaged with a guide portion of the pad holder from below. The brake pad is an asymmetrical shape with respect to the central axis in the vertical direction of the guided portion, and is a disc brake device for a railway vehicle that can be mounted on either the left or right pad holder by reversing the vertical direction. The pad holder is provided with an erroneous attachment preventing portion that allows insertion when the direction is normal and prevents insertion when the direction is incorrect.

  In the above configuration, when the brake pad is mounted on the pad holder in the normal direction, the brake pad is not blocked by the erroneous mounting preventing portion, and the guided portion of the brake pad is guided to the pad holder guiding portion. Thus, the brake pad is normally attached to the pad holder.

  If the brake pad is inserted into the pad holder by mistake in the vertical direction of the brake pad, the brake pad is prevented from being inserted by the erroneous mounting prevention portion, so that the guided portion of the brake pad is not guided by the guide portion of the pad holder. Therefore, it is possible to prevent the brake pad from being erroneously attached to the pad holder.

  In the railway vehicle disc brake device of the present invention, the guide portion is a groove formed in the vertical direction of the pad holder, the guided portion is a umbilicus formed in the brake pad, and one end portion in the width direction of the umbilicus. The maximum distance from the brake pad to one end of the brake pad and the maximum distance from the other end in the width direction of the navel to the other end of the brake pad are different, and the brake pad is inserted in the normal direction The brake pad side end at the smaller maximum distance among the maximum distances does not interfere with the erroneous mounting prevention part, and when the brake pads are inserted in the wrong direction, the larger maximum of the maximum distances The brake pad side end portion at a distance interferes with the erroneous mounting prevention portion to prevent the brake pad from being inserted.

  In the above configuration, when the brake pad is mounted on the pad holder in the normal direction, the brake pad side end at the smaller maximum distance of the maximum distance does not interfere with the erroneous mounting prevention part. The umbilicus that is the guide part is guided by the groove that is the guide part of the pad holder, and the brake pad is normally attached to the pad holder.

  If you try to attach the brake pad to the pad holder by mistake, the brake pad side end at the larger maximum distance of the maximum distance interferes with the erroneous attachment prevention part, preventing the brake pad from being inserted. The navel, which is the guided portion of the brake pad, is not guided in the groove, which is the guide portion of the pad holder, and therefore, the brake pad can be prevented from being erroneously attached to the pad holder.

  The guide portion of the pad holder is preferably a dovetail groove, and the guided portion of the brake pad is preferably an ant navel that fits in the dovetail groove. By setting the relationship between the guide groove and the umbilicus as the dovetail groove and the ant navel, when the brake pad is mounted on the pad holder, the dovetail groove and the ant navel are locked in the thickness direction of the pad holder. It is possible to prevent the holder from being detached in the thickness direction.

  The erroneous mounting prevention part is preferably arranged on the side where the insertion of the brake pad is started in the insertion direction of the pad holder. According to this configuration, when an attempt is made to mount the brake pad to the pad holder, the insertion of the brake pad is immediately blocked by the erroneous mounting prevention unit, so that an error in the vertical direction of the brake pad can be immediately determined.

  According to the disk brake device for a railway vehicle of the present invention, when a brake pad having the same shape is mounted on the pad holder, even if an attempt is made to insert the brake pad into the pad holder in the wrong vertical direction, the pad holder is prevented from being erroneously mounted. Since the portion prevents the pad from being inserted into the pad holder, the brake pad can be prevented from being erroneously attached to the pad holder.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a railway vehicle disc brake device according to an embodiment of the present invention that prevents erroneous mounting of brake pads will be described with reference to the drawings. 1 is an overall schematic plan view showing a use state of a railway vehicle disc brake device, FIG. 2 is a side view when a brake pad is attached to and detached from a holder, FIG. 3 is a rear view of the pad holder, and FIG. FIG. 5 is a side view of the holder main body, FIG. 6 is a bottom view of the disk brake device for a vehicle, FIG. 7 is a schematic cross-sectional view along the line YY in FIG. 5, and FIG. FIG. 9 is a sectional view taken along the line ZZ in FIG.

  As shown in FIG. 1, a railway vehicle disc brake device (hereinafter simply referred to as a disc brake device) 1 is used in a vehicle C, and is fitted and fixed in the middle of an axle 3 connecting a pair of left and right wheels 2 and 2. A braking force is applied to the brake disks 4 and 4. The disc brake device 1 includes a pair of left and right clamp levers (brake rods) 7 and 7 supported on a vehicle body via pins 5 and 5 so as to be swingable, and clamp levers 7 and 7 around the pins 5 and 5. It has a swingable diaphragm 8 and a pair of left and right braking portions 9, 9 connected to the other ends of the clamp levers 7, 7.

  The left and right braking parts 9 and 9 have brake pads 10 and 10 and plate-like pad holders 11 and 11 that detachably hold the brake pads 10 and 10, respectively.

  Here, the structure of the pad holders 11 and 11 is demonstrated based on FIGS. Since the pad holders 11 and 11 are symmetrical with the left and right braking parts 9 and 9, the description of the configuration of the left and right pad holders 11 and 11 is also used in the description of the one pad holder 11. The pad holder 11 has a plate-shaped holder body 11A. 11 A of holder main bodies are formed in the circular arc shape which has substantially constant width B1 in the curve direction along the outer diameter of the brake disc 4 seeing side view. The brake pad 10 is also formed in an arc shape like the holder body 11A. The holder main body 11A is integrally formed with a plate-like upper ear portion 12 at the upper portion and a plate-like lower ear portion 13 at the lower portion so as to protrude on the side opposite to the axle 3 of the holder main body 11A. The upper ear portion 12 extends obliquely upward, and the lower ear portion 13 extends in the horizontal direction. A pair of metal fittings (not shown) for connecting the upper ears 12 and the lower ears 13 to each other are attached to the pair of left and right pad holders 11 and 11 with bolt holes.

  On the back surface of the lower ear portion 13, a projection 20 that is long in the vertical direction is formed as an erroneous mounting prevention portion. The protrusion 20 has a horizontal lower end surface 20a as a step surface protruding in the thickness direction of the holder body 11A. The protrusion 20 is formed to be equal to the height h1 of the lower ear portion 13. The protrusion 20 is set to a predetermined front-rear width b1.

  Bearing portions 21 and 22 are formed on the surface side of the holder main body 11A at predetermined intervals in the vertical direction. A guide pin 23 is rotatably inserted and supported by these bearing portions 21 and 22, and the clamp lever 7 and the guide pin 23 are connected to each other.

  An upper slit 26 that is long in the front-rear direction (lateral direction) is formed in the upper portion of the holder main body 11A, and the brake pad 10 is urged downward in this upper slit 26 so as to be between a later-described drop-off prevention member (latch) 28. A bent leaf spring 27 is attached to prevent the brake pad 10 from rattling.

  A plate-like drop-off preventing member 28 for preventing the brake pad 10 from falling is attached to the lower part on the front side of the holder body 11A so as to be rotatable. The drop-out preventing member 28 has a base end portion 28a supported so as to be rotatable around a pivot shaft 6 in the vertical direction within a horizontal plane. A bearing portion 30 that pivotally supports the support shaft 6 and a bracket 31 for locking the tip end portion 28b of the drop-off prevention member 28 are integrally formed at the lower portion of the holder main body 11A. Further, a protrusion-shaped gantry 49 for changing the position of the drop-off prevention member 28 is integrally formed at the lower portion of the holder main body 11A. Further, a protrusion-like gantry 49 is integrally provided on the lower surface of the pad holder main body 11A. The upper surface 49b of the rack 49 is separated from the drop-off prevention member 28 by a predetermined vertical distance h3.

  As shown in FIG. 8, a pin hole 32 in the vertical direction is formed at the distal end portion 28 b of the dropout prevention member 28, and a protrusion 33 that protrudes toward the holder body 11 </ b> A side is formed in the middle of the dropout prevention member 28 in the front-rear direction. Has been. A lower slit 35 that is long in the front-rear direction in which the protrusion 33 of the drop-off prevention member 28 is inserted is formed in the lower portion of the holder main body 11A. Further, a spring insertion hole 36 is formed at a position closer to the tip end portion 28 b of the protrusion 33 of the dropout prevention member 28. A distal end portion 38 a of a U-shaped spring 38 is inserted into the spring insertion hole 36. Further, the base end portion 38 b of the spring 38 is inserted into a through hole 40 provided in the bracket 31. The spring 38 is disposed so as to be inclined toward the holder main body 11A from the base end portion 38b toward the tip end portion 38a when viewed from the bottom, and can be rotated around the base end portion 38b.

  As shown in FIG. 6, the drop-off prevention member 28 rotates in one direction around the support shaft 6 (counterclockwise in FIG. 6) and is away from the holder body 11A (indicated by the phantom line in the figure). The projection 33 can be switched to the closed posture A2 inserted in the lower slit 35 by rotating in the other direction around the support shaft 6. In the closed position A2 of the drop-off prevention member 28, the spring 38 biases the drop-off prevention member 28 toward the brake pad 10 to hold the closed position A2, and in the open position A1 of the drop-off prevention member 28, the drop-off prevention member 28 28 is biased in a direction away from the brake pad 10 (holder body 11A) to hold the open posture A1. The spring 38 has a natural length in the open position A1 of the drop-off preventing member 28, and the spring 38 is compressed most in its width at an intermediate position in the middle of rotating the drop-off preventing member 28 from the open position A1 to the closed position A2. The operation of expanding again is performed.

  An operation hole 33a into which a tip of a position changing tool (not shown) is inserted is formed in the protrusion 33 of the dropout prevention member 28. The operation hole 33 a is disposed closer to the pivot shaft 6 than the spring insertion hole 36. The operation hole 33a is not at a position facing the tool insertion hole 49a formed in the base 49 in the vertical direction, and the operation hole 33a is disposed closer to the holder body 11A side than the tool insertion hole 49a. A spring plunger 46 having a pin 45 is attached to the bracket 31.

  As shown in FIG. 3, a guide groove 51 in the vertical direction as a guide portion is formed on the brake pad holding surface 50 (back surface) of the holder main body 11A. As shown in FIG. 4, the guide groove 51 is a trapezoidal dovetail with a flat cross section, and is formed by a planar guide surface 52 and inclined guide surfaces 53 a and 53 a on both front and rear sides of the guide surface 52. ing. The guide groove 51 is formed to extend from the lower end edge of the pad holder 11 to the upper slit 26. Further, the guide groove 51 continues to the lower slit 35 in the middle thereof. The total width B2 of the guide groove 51 is set to a size that fits within the front-rear width of the upper slit 26 and the lower slit 35. The brake pad holding surface 50 excluding the guide groove 51 is formed on a flat surface 50a in the same plane.

  The brake pad 10 is formed in a single plate shape from a synthetic resin, and as shown in FIG. 2, is substantially the same shape as the side view of the holder main body 11 </ b> A as viewed from the side, and has a substantially constant width B <b> 3. It has a circular arc shape. As shown in FIG. 2 and FIG. 9, the brake pad 10 has a umbilicus 56 as a guided portion guided by the guide groove 51 of the holder main body 11A on the held surface 55 (front surface) in the thickness direction (vertical direction). ) Are integrally formed so as to protrude. The navel 56 is an ant navel having a cross-sectional shape corresponding to the guide groove 51. The umbilicus 56 is formed by a guided projection surface 57 that is in sliding contact with the guide surface 52 of the guide groove 51, and guided inclined surfaces 58 a and 58 b that are in sliding contact with the inclined guide surface 53 of the guide groove 51.

  As shown in FIG. 9, a part of the umbilicus 56 is protected by a protective metal fitting 62.

  The brake pad 10 having the above-described configuration is used for the left and right braking parts 9 and 9, but the left and right braking parts 9 and 9 are not changed in shape in order to ensure versatility. The formed one is used for right and left use.

  By the way, FIG. 2 has shown the state with the top (upper and lower) of the brake pad 10 correct, when inserting the brake pad 10 with respect to the holder main body 11A from the downward direction. That is, the illustrated brake pad 10 has a correct insertion posture curved so as to protrude to the left side of the paper surface, and the brake pad holding surface 50 of the holder body 11A and the held surface 55 of the brake pad 10 face each other, and the holder body 11A and the brake pad 10 are in a posture in which the curving directions are the same. In this posture, the maximum width distance B5 from one connection portion 63 between one guided inclined surface 58a of the navel 56 and the flat surface 55a to one end portion 65 in the inner circumferential direction of the brake pad 10, and the other end of the navel 56 The maximum width distance B6 from the other connecting portion 67 between the guided inclined surface 58b and the flat surface 55a to the other end 70 in the outer circumferential direction is different. In this case, the maximum width distance B5 is set larger than the maximum width distance B6. The maximum width distance B5 and the maximum width distance B6 can be easily set to different values by changing (shifting) the position in the width direction of the navel 56 in the brake pad 10.

  The horizontal distance B7 from the other width direction end 71a (intersection of the guide surface 52 and the other inclined guide surface 53a) to the projection 20 in the guide groove 51 of the holder body 11A is larger than the maximum width distance B6, and the maximum width It is set smaller than the distance B5.

  In the disc brake device 1 having the above-described configuration, when the diaphragm 8 is driven, the clamp levers 7 and 7 are rotated about the pins 5 and 5 so that the braking portions 9 and 9 approach the brake disc 4 from the left and right directions. The brake pads 10 and 10 are brought into pressure contact with the braking surface, which is the side surface of the brake 4, and the rotation of the brake disk 4 is braked with a frictional force.

  In such a disc brake device 1, the brake pad 10 of the braking unit 9 moves downward, that is, the horizontal lower end surface 56 b of the navel 56 is in contact with the plate surface of the drop-off prevention member 28 from above, that is, It is in a state where it has been prevented from falling. By the way, the brake pad 10 is pressed against the brake disc 4 and is worn out, so it needs to be replaced periodically. First, when removing the brake pad 10 from the holder main body 11A, the pin 45 of the spring plunger 46 is pulled in, and the lock with the drop-off preventing member 28 is released. Next, a predetermined tool 29 is inserted from the tool insertion hole 49a formed in the rack 49, and the tip 29a of the tool 29 is inserted into the operation hole 33a. At this time, the drop-off prevention member 28 is in the closed posture A2, and the operation hole 33a is disposed closer to the holder body 11A side than the tool insertion hole 49a. By performing the turning operation so that the prevention member 28 is turned around the support shaft 6 so as to be separated from the holder body 11A, the drop-off prevention member 28 can be easily turned by the principle of scissors.

  At this time, the width between the proximal end portion 38b and the distal end portion 38a of the U-shaped spring 38 that holds the closed posture A2 of the drop-off preventing member 28 is compressed. Then, when the operator further operates the tool against the elasticity of the spring 38, the spring 38 contracts the most and then expands again, and the drop-off prevention member 28 changes from the closed position A2 to the open position A1, and the elasticity of the spring 38 The dropout prevention member 28 is maintained in the open posture A1. In this open posture A <b> 1, the protrusion 33 of the drop-off prevention member 28 has come out of the lower slit 35 of the pad holder 11. Therefore, it becomes possible to remove the brake pad 10 downward. Accordingly, when the brake pad 10 is pulled downward, the navel 56 of the brake pad 10 is guided by the guide groove 51 and is removed downward from the holder main body 11A.

  When the new brake pad 10 is mounted on the holder main body 11A, the upper and lower sides thereof are in a normal mounting posture, and as shown in FIG. 2, the bending direction of the brake pad 10 is matched with the bending direction of the holder main body 11A. The umbilicus 56 is aligned with the guide groove 51 of 11A and the umbilicus 56 is inserted (inserted) into the guide groove 51, so that the upper end surface 56a of the umbilicus 56 of the brake pad 10 is bent. It is moved (raised) until it contacts the leaf spring 27.

  Here, with the position of the brake pad 10 held, the operator inserts the tool again into the tool insertion hole 49a of the rack 49 and inserts the tip of the tool into the operation hole 33a. At this time, the dropout prevention member 28 is in the open posture A1 as described above. Therefore, the operator operates the tool with the stand 49 as a fulcrum, and rotates the drop prevention member 28 around the support shaft 6 so as to approach the holder main body 11A. By doing so, the drop-off prevention member 28 changes from the open posture A1 to the closed posture A2 in which the protrusion 33 is inserted into the lower slit 35, and the drop-off prevention member 28 is in its closed posture A2 based on the elasticity of the spring 38. Is maintained. Then, the pin 45 of the spring plunger 46 is pushed in to lock the drop prevention member 28.

  By the way, the same brake pad 10 is used on the left and right sides of the brake disk 4, and the replacement of the brake pad 10 is performed from the lower side of the vehicle body. For these reasons, when the brake pad 10 is replaced, as shown by the phantom line in FIG. 2, there is a possibility that the brake pad 10 is gripped in an erroneous mounting posture C1 with the top and bottom reversed. However, when the umbilicus 56 is aligned with the guide groove 51 of the holder main body 11A and the umbilicus 56 is inserted into the guide groove 51 with the erroneous mounting posture C1 as described above, The maximum width distance B5 from the one connection portion 63 of the navel 56 to the one side end portion 65 of the brake pad 10 is compared with the horizontal distance B7 from the width direction end portion 71a of the guide groove 51 of the holder body 11A to the protrusion 20. Since it is set to be large, the one end portion 65 of the brake pad 10 hits the lower end surface 20a of the protrusion 20 from below, and further increase is prevented. For this reason, the brake pad 10 cannot be inserted into the holder body 11A. Accordingly, it is possible to prevent erroneous mounting in which the bending direction of the brake pad 10 is mounted in the direction opposite to the bending direction of the brake disk 4.

  If the one-side end portion 65 of the brake pad 10 is shifted in the front-rear direction so as not to come into contact with the protrusion 20, the guide groove 51 and the umbilicus 56 are not aligned this time. It cannot be inserted into the holder body 11A.

  As described above, according to the embodiment of the present invention, the brake pad 10 having the same shape is used for the left and right symmetrical pad holder 11 in order to enable right-and-left use. When removing a new brake pad 10 from the holder main body 11A for replacement or maintenance and inserting the new brake pad 10 into the holder main body 11A, the vertical direction of the brake pad 10 is about to be inserted into the holder main body 11A as an erroneous mounting posture C1. However, it is possible to prevent an erroneous mounting state in which the bending direction of the brake pad 10 and the bending direction of the brake disc 4 are different from each other with a simple configuration provided with an erroneous mounting blocking portion that obstructs (blocks) this.

  Further, by arranging the protrusion 20 on the side of the holder body 11A where the insertion of the brake pad 10 is started, that is, on the lower part of the holder body 11A, the brake pad 10 is raised along the holder body 11A as an erroneous mounting posture C1. If it tries to do so, since the brake pad 10 hits the protrusion 20 and cannot be inserted, it can be determined immediately that the brake pad 10 is in the erroneous mounting posture C1, and the process can be quickly shifted to the correct operation.

  In the above embodiment, the guide portion is a dovetail groove and the guided portion is an ant navel. However, the present invention is not limited to this, and the brake pad 10 can be attached to and detached from the holder body 11A in the vertical direction. What is necessary is just the structure which has an engaging part so that the brake pad 10 may not be removed from the holder main body 11A from the thickness direction.

  In the above embodiment, the shape of the brake pad 10 is formed in an arc shape so that the left and right pad holders 11 do not need to be changed. However, the shape is not limited to the arc shape.

1 is an overall schematic diagram showing a usage state of a disc brake device according to an embodiment of the present invention. The side view at the time of similarly attaching or detaching a brake pad to a pad holder. The rear view of a pad holder similarly. FIG. 3 is a schematic sectional view taken along line XX in FIG. 2. The single-piece | unit side view of a holder main body similarly. The bottom view of a disk brake device similarly. Similarly, the YY line schematic sectional drawing in FIG. The single-piece bottom view of a drop-off prevention member. FIG. 3 is a sectional view taken along line ZZ in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Disc brake device, 2 ... Wheel, 3 ... Axle, 4 ... Brake disc, 7 ... Clamp lever, 9 ... Brake part, 10 ... Brake pad, 11 ... Pad holder, 11A ... Holder body, 20 ... Protrusion, 26 ... Upper slit, 28 ... Fall-off prevention member, 31 ... Bracket, 33 ... Projection, 33a ... Operation hole, 35 ... Lower slit, 36 ... Spring insertion hole, 38 ... Spring, 49 ... Scaffold, 49a ... Tool insertion hole, 50 ... Brake pad holding surface, 50a ... Flat surface, 51 ... Guide groove, 52 ... Guide surface, 53 ... Inclined guide surface, 53a ... Inclined guide surface, 55 ... Supported surface, 56 ... Umbilical, 57 ... Guided projection surface, 58: guided inclined surface, A1: open position, A2: closed position

Claims (4)

  A pair of left and right pad holders provided on both sides of the brake disc, and a brake pad having a guided portion that is detachably engaged with the guide portion of the pad holder from below, the brake pad including the guided portion A disc brake device for railway vehicles that is asymmetrical with respect to the central axis of the vertical direction and can be mounted on either the left or right pad holder by reversing the vertical direction, and if the brake pad is in the normal direction, insert it A disc brake device for a railway vehicle that prevents erroneous mounting of a brake pad, wherein the pad holder is provided with an erroneous mounting preventing portion that allows insertion of the brake pad when it is in the wrong direction.   The guide portion is a groove formed in the vertical direction of the pad holder, the guided portion is a umbilicus formed in the brake pad, and the maximum from one end portion in the width direction of the umbilicus to one end portion of the brake pad. The distance and the maximum distance from the other end in the width direction of the umbilicus to the other end of the brake pad are different, and when the brake pad is inserted in a normal direction, the smaller maximum of the maximum distances The brake pad side end at the distance does not interfere with the erroneous mounting prevention part, and when the brake pad is inserted in the wrong direction, the brake pad side end at the larger maximum distance of the maximum distances prevents erroneous mounting. The disc brake device for a railway vehicle for preventing erroneous mounting of a brake pad according to claim 1, wherein the brake pad is prevented from being inserted by interfering with a portion.   3. The brake pad according to claim 1 or 2, wherein the guide portion of the pad holder is a dovetail groove, and the guided portion of the brake pad is an ant navel that fits into the dovetail groove. Disc brake device for railway vehicles.   The railway for preventing erroneous mounting of a brake pad according to any one of claims 1 to 3, wherein the erroneous mounting preventing part is arranged on a side where the insertion of the brake pad is started in the insertion direction of the pad holder. Disc brake device for vehicles.

Images