JP2008261443A - Rolling stock wheel with brake disk - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a defect such as a fatigue fracture or cracks in spite of existence of bolts 4a used for connection between a pair of brake disks 2a and a rolling stock wheel 1, and to stabilize a friction state. <P>SOLUTION: Attachment holes 15 wherein a small diameter part 21 and a large diameter part 22 are continued by a step part 23 are provided on both of the brake disks 2a. A male screw part provided on an end of a rod part 18 of the bolts 4a having a head part 19 in the large diameter part 22 of the attachment holes 15 is screwed into a screw hole 16 provided on the other brake disk 2a disposed on the opposite side with respect to the rolling stock wheel 1, and thereby, the brake disks 2a are connected and supported with respect to the rolling stock wheel 1. An opening area of the attachment holes 15 on a friction surface part is reduced to solve the problem. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an improvement of a wheel with a brake disk for a railway vehicle that constitutes a braking device for a high-speed railway vehicle such as a Shinkansen. Specifically, regardless of the presence of fastening members such as bolts used to connect a pair of brake discs and railcar wheels, defects such as fatigue failure and chipping are prevented and the frictional state is stabilized. The realization of the wheel with the brake disk for railway vehicles which can be made to achieve is realized.

  High-speed railway vehicles such as Shinkansen usually use electric and mechanical braking devices, and disk brakes are often used as the mechanical type. In this way, when braking from a high speed in a high-speed railway vehicle using a disc brake, usually, an electric braking device is first operated, and after decelerating to a predetermined speed, the disc brake is operated, Stop. If an emergency such as an earthquake occurs during traveling, the disc brake is immediately activated even during high-speed traveling.

  Conventionally, for example, a structure described in Patent Documents 1 to 3 is known as a wheel with a brake disk for a railway vehicle constituting such a disk brake for a railway vehicle. Conventionally, a wheel with a brake disk for a railway vehicle, which has been conventionally known as described in Patent Documents 1 to 3, is formed by connecting a pair of brake disks to both sides of a wheel for a railway vehicle by fastening members such as bolts. . Of the wheels with brake discs for railway vehicles described in the above patent documents, the structure of the invention described in Patent Literature 3 includes a plurality of bolts and nuts that connect the railway vehicle wheels and both brake discs. The coupling is fixed at a radially inner position than the braking friction surface. The heads and nuts of these bolts protrude in the axial direction from the braking friction surfaces provided on the outer surfaces of the two brake disks. In the case of the structure of the invention described in Patent Document 3, it is necessary to prevent interference between the heads and nuts of the bolts and other members such as calipers constituting the disc brake. The degree of freedom of design may be limited.

  On the other hand, in Patent Documents 1 and 2, the head and nut of a bolt that joins a railcar wheel and a pair of brake discs are inserted into recessed holes formed in these brake discs. A structure is described in which the head and nut do not protrude beyond the braking friction surfaces of both brake discs. For example, FIG. 20 shows an example of the structure described in Patent Document 1. In the case of this conventional structure, as shown in FIG. 20A, the rail vehicle wheel 1 and the pair of brake disks 2 and 2 are formed at positions where these members 1 and 2 are aligned with each other. The bolts 4 and nuts 5 inserted through the through holes 3a and 3b are coupled by screwing and tightening. Further, concave holes 6 and 6 are formed on the opening side of the through holes 3b and 3b formed on the outer surfaces of the brake discs 2 and 2, respectively, and the head 7 of the bolt 4 and the nut 5 are formed. Has been submerged. Further, as shown in FIG. 20 (B), at the portions that are circumferentially disengaged from the bolts 4, the convex portions 8, 8 provided on the outer surface of the railway vehicle wheel 1, and the both brakes The recesses 9 and 9 formed on the inner surfaces of the disks 2 and 2 are fitted to support a braking torque applied to both the brake disks 2 and 2 during braking.

  In the case of the structure in which the head 7 and the nut 5 are inserted into the concave holes 6 and 6 as described above, the head 7 and the nut 5 are the braking friction surfaces (outer surfaces) of the brake disks 2 and 2. Therefore, it is not necessary to consider interference between the head 7 and the nut 5 and other members, and the degree of freedom in designing the disc brake is increased. However, in the case of the conventional structure described in Patent Document 1, the concave holes 6 and 6 having a (relatively large) inner diameter equal to or larger than the diameter of the circumscribed circle of the head 7 and the nut 5 are the two The brake discs 2 and 2 are opened to the braking friction surface. And, based on the presence of the concave holes 6 and 6 having a large opening area, it is difficult to ensure the durability of the brake disks 2 and 2. The reason for this is as follows.

  The temperature of the braking friction surfaces of both the brake discs 2 and 2 rises with braking, and thermal stress is generated inside the brake discs 2 and 2 as the temperature rises. If there is a space portion such as a hole in the brake disks 2 and 2, the thermal stress becomes non-uniform and distortion occurs in a part of the brake disks 2 and 2. The larger the value is, the more remarkable it becomes. In particular, if there is a large opening in the braking friction surface portion where the temperature rises significantly, large distortion is likely to occur in the braking friction surface portion. Such distortion is repeatedly generated and eliminated every time the railway vehicle is repeatedly run and stopped, so that both the brake discs 2 and 2 are more likely to suffer fatigue failure. This is disadvantageous in terms of ensuring durability. Further, if there is a large opening in the braking friction surface portion, the peripheral portion of the opening is liable to be damaged such as chipping due to friction with the brake pad. It becomes difficult to ensure the durability of 2.

  Patent Document 1 describes a structure in which the opening of each of the concave holes 6 and 6 is closed with a lid, and the braking friction surface is prevented from becoming discontinuous at the portions of the concave holes 6 and 6. Yes. However, even in the case of such an improved structure, it is necessary to manufacture, manage, and install the lid, which increases costs. In addition, the work of smoothly continuing the surface of the lid and the other part of the braking friction surface becomes troublesome, and the possibility of the lid falling off cannot be denied, and the friction state of the braking friction surface is stabilized to Anxiety remains in terms of ensuring the durability of both brake discs 2 and 2.

JP 2001-311441 A Japanese Patent Laid-Open No. 2006-9862 JP 2006-329315 A

  In view of the circumstances as described above, the present invention can cause defects such as fatigue failure and chipping regardless of the presence of fastening members such as bolts used for coupling a pair of brake discs and railcar wheels. Invented to realize a wheel with a brake disk for a railway vehicle that can prevent and stabilize the friction state.

The wheel with a brake disk for a railway vehicle of the present invention is arranged on both sides of the wheel for the railway vehicle and the wheel for the railway vehicle, respectively, as with the conventionally known wheel with the brake disk for a railway vehicle. A pair of brake discs each having a braking friction surface as an outer surface and a plurality of fastening members such as bolts each having a hook shape.
These fastening members are used to connect both the brake disks and the railcar wheels.

In particular, in the wheel with a brake disc for a railway vehicle of the present invention, the inner diameter of the opening on the brake friction surface side of the brake disc is small in at least one of the brake discs. A plurality of mounting holes having a larger inner diameter than the portion are provided in a state of penetrating through both axial side surfaces of the brake disc.
In addition, a male screw portion provided at a distal end portion of each fastening member, each base end portion being disposed at the back of each of the mounting holes, with respect to the railcar wheel or the railcar wheel. The two brake discs are coupled and supported to the railcar wheel by screwing into a screw hole provided in another brake disc installed on the opposite side.

  When implementing the wheel with a brake disc for a railway vehicle of the present invention configured as described above, for example, as described in claims 2 to 4, each fastening member is a flange portion provided with a male screw portion at a tip portion. And a bolt provided at the base end portion of the flange portion, with a head having a diameter larger than that of the flange portion, and provided with an engagement hole for engaging a tool at the center of the end surface of the head portion. And

In the case of the second aspect of the invention, one of the pair of brake discs is provided with a plurality of mounting holes whose inner diameter is larger at the back than the opening.
A screw hole that opens only on the inner surface of the other brake disk is formed in a part of the other brake disk that is aligned with each of the mounting holes.
Furthermore, each said bolt penetrates the through-hole which formed the said collar part in the said wheel for rail vehicles in the state which located each head in the back part of each said attachment hole. Then, the respective male screw portions are screwed into the respective screw holes.

Alternatively, as described in claim 3, a plurality of mounting holes each having a larger inner diameter at the back than the opening are provided in the matching portions of both of the pair of brake disks.
Further, a part of the wheel for the railway vehicle that is aligned with each of the mounting holes is provided with a screw hole or a through hole in which a sleeve having an internal thread is provided.
Further, the bolts have their heads positioned at the back of the mounting holes, and the heads are prevented from being displaced in a direction approaching the railcar wheel side. A male screw portion provided at the tip of the collar portion is screwed into a female screw formed on the inner peripheral surface of the screw hole or the sleeve.

Alternatively, as described in claim 4, a plurality of mounting holes having a larger inner diameter in the back part than the opening part are provided in a part where both of the pair of brake disks are aligned with each other.
In addition, a through-hole through which the flange portion of each bolt can be inserted is formed in a portion of the wheel for the railway vehicle that is aligned with each mounting hole.
The bolts have their heads positioned at the back of the mounting holes in the mounting holes provided in one brake disc, and the heads approach the railcar wheel side. Assemble in a state where displacement in the direction is suppressed.
Furthermore, a nut is assembled in a state where it is suppressed from being displaced in a direction approaching the railcar wheel side at the back of each of the mounting holes provided in the other brake disc.
And the male thread part provided in each front-end | tip part is screwed together with each said nut by inserting each said hole through the collar part of each said bolt.

  When carrying out the invention of a wheel with a brake disk for a railway vehicle as described in claims 2 to 4 as described above, preferably, as described in claim 5, the tip of the flange portion constituting each bolt The male screw portion provided in the screw portion is screwed into any of a screw hole, a female screw, or a nut and further tightened, and the heads of the bolts are fixed with the pair of brake discs fixed to both side surfaces of the railcar wheel. Or the axial distance from the base end surface of each of the nuts to the portion where the inner diameter is reduced at the opening of each of the mounting holes, the axis of the threaded portion between the male screw and the screw hole, female screw, or nut More than the direction distance.

Further, when carrying out the invention of a wheel with a brake disk for a railway vehicle according to the present invention, preferably, as described in claim 6, a circle from a portion provided with each of the mounting holes in the railway vehicle wheel is provided. Fitting holes are formed at a plurality of locations deviated in the circumferential direction so as to penetrate through both side surfaces of the railway vehicle wheel.
Further, the torque receiving pins are fitted and supported in the respective fitting holes in a state where both end portions in the axial direction of the respective torque receiving pins protrude from both side surfaces of the railcar wheel.
Then, both end portions in the axial direction of the torque receiving pins are fitted into torque receiving holes formed in portions aligned with the fitting holes on the inner side surfaces of the pair of brake discs.

  When carrying out the invention of a wheel with a brake disk for a railway vehicle described in claim 6 as described above, preferably, as described in claim 7, the outer peripheral surface of each of the fastening members and each of the fastening members Is made larger than the radial gap between the outer peripheral surface of each torque receiving pin and the inner peripheral surface of each torque receiving hole.

According to the wheel with a brake disc for a railway vehicle of the present invention configured as described above, fatigue failure or chipping occurs regardless of the presence of a fastening member such as a bolt used to couple the pair of brake discs and the railcar wheel. It is possible to prevent the occurrence of defects such as the above and to stabilize the friction state.
That is, the inner diameter of the opening of each mounting hole needs to be small enough to allow a tool for rotating a fastening member such as a bolt to pass therethrough. Such a portion is less likely to be distorted to cause fatigue failure of both brake discs. Further, due to friction with the pad, defects such as chipping are less likely to occur at the peripheral edge of the opening of each mounting hole. Furthermore, the frictional state between the braking friction surface and the pad can be stabilized because the area of the opening of each mounting hole is small.

  Further, as described in claim 5, the axial distance from the head of each bolt or the base end face of each nut to the portion where the inner diameter is reduced at the opening of each mounting hole is defined as the shaft of the screwing portion. If the distance is greater than or equal to the directional distance, the male screw portion of each bolt and the screw hole can be screwed independently (no need to screw the plurality of bolts in a state of being associated with each other). For this reason, it is possible to facilitate the operation of attaching and detaching the both disks to and from the railcar wheel.

Furthermore, as described in claim 6, if a torque receiving pin is spanned between the railway vehicle wheel and the pair of disks, it is possible to prevent the braking torque from being applied to the fastening members such as the bolts during braking. And even if it does not use a thing with a large outer diameter especially as each of these bolts, the durability of these each bolt can fully be secured.
Furthermore, as described in claim 7, the radial clearance between the outer peripheral surface of the fastening member such as each bolt and the inner peripheral surface of the hole into which each of the fastening members is fitted is defined as the torque receiving pin. If it is made larger than the radial clearance between the outer peripheral surface and the inner peripheral surface of each torque receiving hole, it is possible to reliably prevent the braking torque from being applied to each fastening member, and to loosen these fastening members. Can be prevented more effectively.

[First example of embodiment]
FIGS. 1-8 has shown the 1st example of embodiment of this invention corresponding to Claim 1, 2, 5-7. The wheel with a brake disk for a railway vehicle of this example is a pair of brake disks 2a, 2a that are disposed on both sides of the railway vehicle wheel 1 and the outer surface of each wheel is a braking friction surface. And a plurality of bolts 4a and 4a which are fastening members, and a plurality of spring pins 10 and 10 which are torque receiving pins. The brake disks 2a and 2a are coupled and fixed to both side surfaces of the railway vehicle wheel 1 by the bolts 4a and 4a. In the case of this example, a combination of the substrate 11 and the friction plate 12 each having an annular shape is used as both the brake disks 2a and 2a. These two plates 11 and 12 are combined in a state where the friction plate 12 is adhered to the outer surface of the substrate 11. In the case of this example, as the substrate 11, as shown in FIGS. 2 to 3, a fin-type substrate is used in which concave grooves 13 and 13 and convex portions 14 a and 14 b are formed radially on the inner surface. Yes.

  Among these convex portions 14a and 14b, the width dimension of the convex portions 14a and 14a at a plurality of locations (six locations in the illustrated example) at equal intervals in the circumferential direction is larger than the width dimension of the other convex portions 14b and 14b. is doing. And the mounting holes 15 and 15 formed in the center part of the convex parts 14a and 14a of half (every other 3 pieces) of these wide convex parts 14a and 14a (refer the left part of Drawing 5 and Drawing 6). And both the brakes using the screw holes 16 and 16 (see the right part of FIGS. 5 and 6) formed in the central part of the remaining half convex portions 14a and 14a and the bolts 4a and 4a. The disks 2a and 2a are coupled and fixed to both side surfaces of the railway vehicle wheel 1.

  Further, among the other convex portions 14b and 14b, torque receiving holes 17 and 17 (see FIG. 8) formed at the central portion of the convex portions 14b and 14b located just in the middle of the wide convex portions 14a and 14a. Using the spring pins 10 and 10, the braking torque applied to the brake disks 2a and 2a can be transmitted to the railway vehicle wheel 1. In other words, most of the braking torque is supported by the spring pins 10 and 10 so that the braking torque is hardly applied to the bolts 4a and 4a. Of the other protrusions 14b, 14b, the width dimension of the protrusions 14b, 14b provided with the torque receiving holes 17, 17 is set as necessary (inserting spring pins 10 and 10 having sufficient thickness). So that the torque receiving holes 17 and 17 can be formed.

  First, both the brake discs 2a and 2a are coupled and fixed to both side surfaces of the railway vehicle wheel 1 by the mounting holes 15 and 15, the screw holes 16 and 16 and the bolts 4a and 4a. The structure of the part will be described with reference to FIGS. Each of the bolts 4a and 4a includes a head portion 19 having a diameter larger than that of the flange portion 18 at a proximal end portion of the flange portion 18 provided with a male screw portion at a distal end portion thereof. The outer peripheral surface of the head 19 is a cylindrical surface, and the engagement is such that the cross-sectional shape of the inner peripheral surface is a regular hexagon for engaging the tip of a hexagon wrench as a tool at the center of the end surface of the head 19. A hole 20 is provided. Each of the mounting holes 15, 15 has a stepped cylindrical surface shape in which a small-diameter portion 21 on the outer surface side and a large-diameter portion 22 on the inner surface side of the brake discs 2a, 2a are continuous by a step portion 23. The inner peripheral surface. Accordingly, each of the mounting holes 15, 15 has a circular cross-section with a small inner diameter of the opening of the braking friction surface of each of the brake discs 2a, 2a and a larger inner diameter at the back than the opening. The discs 2a and 2a are provided so as to penetrate through both side surfaces in the axial direction.

  Each of the bolts 4a, 4a is inserted into the bolt insertion holes 24, 24 formed at the six circumferentially equidistant positions in the radial intermediate portion of the railcar wheel 1 in the respective bolts 4a, 4a. The respective male screw portions are screwed into the screw holes 16 of the both brake discs 2a and 2a and further tightened. The directions in which the bolts 4a, 4a are inserted into the bolt insertion holes 24, 24 at the six positions are staggered with respect to the circumferential direction. That is, the bolts 4a, 4a are inserted through the bolt insertion holes 24, 24 at three circumferentially equidistant positions from the front surface to the back side of the railcar wheel 1, and the remaining three bolt insertion holes are inserted. 24 and 24, the bolts 4a and 4a are inserted from the back surface of the railway vehicle wheel 1 to the front surface side. In short, both the brake discs 2a and 2a are coupled and fixed to the front and back surfaces of the railway vehicle wheel 1 by three bolts 4a and 4a, respectively.

In this state, the heads 19 of the bolts 4a and 4a are positioned in the large diameter portions 22 of the mounting holes 15 and 15 of the brake discs 2a and 2a, respectively. The bolts 4a, 4a are tightened by engaging the end of a hexagon wrench inserted through the small diameter portion 21 of each of the mounting holes 15, 15 with the engagement hole 20 of the head 19. In a state where the bolts 4a and 4a are tightened, the axial distance L _L between the base end surface of the head 19 of each of the bolts 4a and 4a and the stepped portion 23 provided in the intermediate portion of the mounting holes 15 and 15 is The axial distance L _{S of the} threaded portion between the male screw portion and the screw hole 16 is equal to or greater than (L _L ≧ L _S ). Accordingly, the inner surfaces of the brake discs 2a, 2a and the front and back surfaces of the railcar wheel 1 are brought into contact immediately even if the male screw portions of the bolts 4a, 4a are not screwed into the screw holes 16. I can do things. For this reason, the bolts 4a and 4a are screwed into the screw holes 16 one by one after the inner surfaces of the brake disks 2a and 2a are brought into contact with the front and back surfaces of the railcar wheel 1. (It is not necessary to perform a cumbersome operation such that the bolts 4a and 4a are simultaneously screwed into the screw holes 16 while these surfaces are brought close to each other).

  Next, the structure of the portion that allows the braking torque applied to the brake discs 2a, 2a to be transmitted to the railcar wheel 1 by the spring pins 10, 10 and the torque receiving holes 17, 17 is formed. The description will be made with reference to FIGS. Each of the spring pins 10, 10 is fitted in pin fitting holes 25, 25 formed at six circumferentially equidistant positions in the radial intermediate portion of the railway vehicle wheel 1 at the respective axial intermediate portions. In this state, both end portions in the axial direction are projected from both the inner and outer side surfaces of the railway vehicle wheel 1. Further, in a state where the both brake discs 2a, 2a are coupled and fixed to the both side surfaces of the railway vehicle wheel 1 by the bolts 4a, 4a, the spring pins 10, 10 are connected to the brake discs 2a, 2a. The torque receiving holes 17 and 17 formed on the side surfaces are fitted with almost no gap. In this state, braking torque applied to the brake discs 2a, 2a during braking is transmitted to the railway vehicle wheel 1 via the spring pins 10, 10, and the braking torque is applied to the bolts 4a, 4a. Will almost never join. For this reason, it is possible to prevent these bolts 4a and 4a from loosening due to repeated braking torque load and release. For this reason, in the structure of this example, a radial gap between the outer peripheral surfaces of both end portions of each of the spring pins 10 and 10 and the inner peripheral surfaces of the torque receiving holes 17 and 17 is used as the flange of the bolts 4a and 4a. It is made smaller than the radial clearance between the outer peripheral surface of a part and the internal peripheral surface of each said bolt penetration hole 24,24.

  The structure of the wheel with a brake disk for a railway vehicle in this example is as described above. The structure in this example is assembled as follows. First, as shown in FIG. 1B, the bolts 4a and 4a are alternately inserted into the bolt insertion holes 24 and 24 of the railway vehicle wheel 1, and the pin fitting holes 25 and 25 are inserted. The axial intermediate portions of the spring pins 10 and 10 are fitted. Next, the brake discs 2a and 2a are overlapped on both the front and back surfaces of the railway vehicle wheel 1. At this time, while the heads 19 of the bolts 4a and 4a are inserted into the large diameter portions 22 of the mounting holes 15 and 15 of the brake disks 2a and 2a, both ends of the spring pins 10 and 10 are The brake discs 2a and 2a are fitted in the torque receiving holes 17 and 17.

  In this state, each of the bolts 4a and 4a has the respective male screw portions screwed on the brake discs 2a and 2a while the respective heads 19 have entered the large diameter portions 22 of the respective mounting holes 15 and 15. The holes 16 and 16 are not screwed at all. Therefore, the tip of the hexagon wrench inserted through the small diameter portion 21 of each of the mounting holes 15 and 15 is engaged with the engagement hole 20 provided in the head 19 and the bolts 4a and 4a are rotated. Then, the male screw portion is screwed into the screw holes 16 and 16 and further tightened. As a result, both the brake discs 2a and 2a are coupled and fixed to both side surfaces of the railcar wheel 1 to form a railcar brake disc wheel as described above.

[Second Example of Embodiment]
FIG. 9 shows a second example of an embodiment of the present invention corresponding to claims 1, 3 and 5 to 7. In the case of this example, the small-diameter portion 21 on the outer surface side and the large-diameter portion 22 on the inner surface side are made continuous by the step portion 23 at the matching portions of both the pair of brake disks 2b and 2b. A plurality of attachment holes 15, 15 are provided. Further, a sleeve 27 having a female thread on the inner peripheral surface is fitted into a through hole 26 formed in a part of the railcar wheel 1 that is aligned with the mounting holes 15, 15. Further, in the state where the heads 19 of the respective bolts 4b and 4b are inserted inside the large diameter portions 22 of the respective mounting holes 15 and 15, the inner peripheral surfaces of the large diameter portions 22 of the respective mounting holes 15 and 15 are arranged. The retaining ring 28 is locked to the side surface side end portion to suppress the head 19 of each of the bolts 4b, 4b from being displaced in the direction approaching the railcar wheel 1 side. In the case of this example, each head 19 is provided at the tip of the flange portion 18a of each of the bolts 4b and 4b, which is locked inside the large-diameter portion 22 of each of the mounting holes 15 and 15 as described above. The male screw portion is screwed into a female screw formed on the inner peripheral surface of the sleeve 27.

When assembling such a structure of this example, the heads 19 of the bolts 4b and 4b are inserted in advance into the large-diameter portions 22 of the mounting holes 15 and 15 and the retaining rings 28 are locked. Keep it. The sleeves 27 are also fitted in the through holes 26 in advance. The rail wheel 1 is sandwiched from both sides by the brake discs 2b and 2b, and a male thread portion provided at the tip of the flange portion 18a of the bolts 4b and 4b is formed on the inner peripheral surface of the sleeve 27. Screw into the female screw and tighten it further.
Other configurations and operations are the same as those in the first example of the embodiment described above, and thus overlapping illustrations and descriptions are omitted.

[Third example of embodiment]
10 to 12 show a third example of the embodiment of the invention corresponding to claims 1 and 4 to 7. Also in the case of this example, as in the case of the second example of the above-described embodiment, the small-diameter portion 21 on the outer surface side and the inner surface side are respectively arranged on the matching portions of both the pair of brake disks 2b and 2b. A plurality of attachment holes 15 each having a large diameter portion 22 and a step portion 23 are provided. And each bolt 4a stops each head 19 in the large diameter part 22 of each said attachment hole 15 provided in one brake disk 2b similarly to the case of the 2nd example of embodiment mentioned above. The wheel 28 is assembled in a state in which it is suppressed from being displaced in a direction approaching the railcar wheel 1 side. The nut 29 is also prevented from being displaced in the direction approaching the railcar wheel 1 side by the retaining ring 28 in the large diameter portion 22 of each mounting hole 15 provided in the other brake disc 2b. It is assembled. In the case of this example, as in the case of the first example of the above-described embodiment, a part of the railcar wheel 1 is provided at a portion aligned with each of the mounting holes 15, 15. A bolt insertion hole 24 that can be freely inserted through the flange portion 18 is formed.

When assembling such a structure of this example, the flange portion 18 of each bolt 4a is inserted into the bolt insertion hole 24, and the male screw portion provided at each tip is screwed into the nut 29. .
Other configurations and operations are the same as those in the first example of the embodiment described above, and thus overlapping illustrations and descriptions are omitted.

  In each example of the above-described embodiment, the bench is formed by radially forming the concave grooves 13 and 13 and the convex portions 14a and 14b on the inner side facing the side of the railway vehicle wheel 1 as the brake disks 2a and 2b. The case where a rated type was used was explained. However, as shown in FIGS. 13 to 17, the present invention can also be implemented by using (solid type) brake disks 2 c and 2 c that do not have concave grooves and convex portions. 13 of the above-mentioned FIGS. 13 to 17 is a case where the solid brake disks 2c and 2c are used in the structure of the first example of the embodiment described above as the fourth example of the embodiment of the present invention. It shows. FIGS. 14 to 15 show the case where solid brake disks 2c and 2c are used in the structure of the second example of the embodiment described above as a fifth example of the embodiment of the present invention. Yes. FIGS. 16 to 17 show the case where solid brake disks 2c and 2c are used in the structure of the third example of the embodiment described above as a sixth example of the embodiment of the present invention. Yes.

  Further, FIGS. 18 to 19 show, as a seventh example of the embodiment of the present invention, a structure of the sixth example of the above-described embodiment, which is called a spiral retaining ring, and includes retaining rings 28a, 28a and a railway vehicle wheel 1. The case where the collars 30 and 30 formed in the cylindrical shape are each provided between the both side surfaces is shown. By providing the collars 30 and 30 in this way, even if an excessive force is applied between the head 19 of the bolt 4a and the nut 29 in the axial direction of the bolt 4a, the retaining rings 28a and 28a are It is possible to prevent the head 19 or the nut 29 from being pushed and tilted. Further, when the bolt 4a is tightened, the retaining rings 28a, 28a are wound inward in the radial direction due to friction with the head 19 or the nut 29, and the retaining rings 28a, 28a are prevented from coming off. it can. The collars 30 and 30 have, for example, the structure of the second example shown in FIG. 9 described above, the structure of the third example shown in FIGS. 10-12, and the fifth example shown in FIGS. It can be applied to a structure in which the bolt head or nut is prevented from being displaced in the direction approaching the railcar wheel side by a retaining ring, such as the structure of the example.

  Further, in the structure of each embodiment, a solid pin can be used in place of the torque receiving pin instead of the spring pin. Furthermore, the torque receiving pin itself can be omitted. When the torque receiving pin is omitted, the braking torque is supported by a bolt, and therefore it is necessary to use a sufficiently thick bolt. In the case of the present invention, even when a thick bolt is used, the opening area of the outer surface of the brake disk in the mounting hole can be kept small, so that the above-described effects of the present invention can be obtained. A disc spring or a washer may be provided between the head of each bolt and the railcar wheel. Thereby, the thermal expansion due to the temperature rise of the brake disc can be absorbed, and the seat surface can be prevented from sagging. Furthermore, if the brake pad lining combined with the brake disc wheel for a railway vehicle according to the present invention is divided and arranged in the radial direction, the lining and the pad are not slidably contacted at the mounting hole portion formed in the brake disc. Further, damage such as chipping at the peripheral portion of each mounting hole is less likely to occur.

The 1st example of embodiment of this invention is shown, (A) is the state after completion of an assembly, (B) is the state before attaching a bolt and a spring pin to a wheel for a railway vehicle, and attaching a brake disk. The perspective view which shows a state, respectively. The perspective view of the board | substrate which comprises the brake disc built in a 1st example. It is the figure similarly seen from the inner surface side (A), and the figure seen from the right side of this (A) (B). The front view which shows the state after an assembly completion. II sectional drawing of FIG. The upper enlarged view of FIG. FIG. 5 is a cross-sectional view of FIG. The left part enlarged view of FIG. The figure similar to FIG. 6 which shows the 2nd example of embodiment of this invention. The front view which shows the same 3rd example in the state after completion of an assembly. FIG. 11 is a cross-sectional view of FIG. The upper part enlarged view of FIG. The figure similar to FIG. 6 which shows the 4th example of embodiment of this invention. The figure similar to FIG. 6 which shows the said 5th example. FIG. The figure similar to FIG. 6 which shows the 6th example of embodiment of this invention. FIG. The figure similar to FIG. 6 which shows the 7th example of embodiment of this invention. The D section enlarged view of FIG. FIG. 6 is a schematic cross-sectional view showing an example of a conventional structure in a state where two different positions in the circumferential direction are cut.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rail vehicle wheel 2, 2a, 2b, 2c Brake disk 3a, 3b Through-hole 4, 4a, 4b Bolt 5 Nut 6 Concave hole 7 Head 8 Convex part 9 Concave part 10 Spring pin 11 Substrate 12 Friction plate 13 Concave groove 14a , 14b Convex portion 15 Mounting hole 16 Screw hole 17 Torque receiving hole 18, 18a Hook 19 Head 20 Engagement hole 21 Small diameter portion 22 Large diameter portion 23 Step portion 24 Bolt insertion hole 25 Pin fitting hole 26 Through hole 27 Sleeve 28, 28a Retaining ring 29 Nut 30 Color

Claims (7)

A railcar wheel, a pair of brake disks disposed on both sides of the railcar wheel, each of which has a braking friction surface on each outer surface, and a plurality of fastening members each having a hook shape, In the wheel with a brake disk for a railway vehicle, which is formed by coupling these brake disks and the wheel for the railway vehicle with each of these fastening members,
At least one of the two brake disks has a plurality of mounting holes in which the inner diameter of the opening on the brake friction surface side of the brake disk is small and the inner diameter of the inner part is larger than the opening. Male screw portions provided at the distal end portions of the respective fastening members, which are provided in a state of penetrating through both sides in the axial direction of the brake disc, and in which the respective base end portions are disposed in the back portions of the respective mounting holes. Is screwed into a screw hole provided in the wheel for the railway vehicle or another brake disk installed on the opposite side to the wheel for the railway vehicle, so that the both brake disks are connected to the wheel for the railway vehicle. Wheels with brake discs for railway vehicles, characterized by being joined and supported.   Each of the fastening members includes a flange portion provided with a male screw portion at a distal end portion thereof, and a head portion having a diameter larger than that of the flange portion provided at a proximal end portion of the flange portion. A bolt provided with an engagement hole for engaging a tool with a portion, and one of the pair of brake discs is provided with a plurality of mounting holes having a larger inner diameter at the back than the opening. A screw hole that opens only on the inner surface of the other brake disc is formed in a portion of the other brake disc that aligns with each of the mounting holes. With the part positioned at the back of each mounting hole, the collar part is inserted into a through hole formed in the wheel for the railway vehicle, and the respective male screw part is screwed into the respective screw hole. A wheel with a brake disk for a railway vehicle according to claim 1.   Each of the fastening members includes a flange portion provided with a male screw portion at a distal end portion thereof, and a head portion having a diameter larger than that of the flange portion provided at a proximal end portion of the flange portion. A bolt provided with an engagement hole for engaging a tool with a portion, and a plurality of attachment holes each having a larger inner diameter at the back than the opening are formed in the matching portions of both of the pair of brake discs. A part of the wheel for railcars is provided with a through hole fitted with a screw hole or a sleeve provided with a female screw on the inner peripheral surface in a part of the railcar wheel that is aligned with each mounting hole. Each bolt has its head positioned at the back of each mounting hole, and in a state where each head is prevented from being displaced in a direction approaching the railcar wheel side, The male thread provided at the tip is the inner circumference of the screw hole or the sleeve. Is screwed into the formed internal thread, the railway vehicle brake wheeled disc according to claim 1.   Each of the fastening members includes a flange portion provided with a male screw portion at a distal end portion thereof, and a head portion having a diameter larger than that of the flange portion provided at a proximal end portion of the flange portion. Bolts provided with engaging holes for engaging a tool with a portion, and a plurality of mounting holes having a larger inner diameter at the back than the opening are provided in the matching portions of both of the pair of brake disks. A through hole through which the flange of each bolt can be inserted is formed in a portion of the wheel for the railway vehicle that is aligned with each mounting hole, and each bolt is provided in one brake disc. In addition, the respective heads are assembled in the respective mounting holes in a state in which the respective heads are positioned at the back of the respective mounting holes and the displacement of the respective heads toward the railcar wheel side is suppressed. Each mounting hole provided in the other brake disc The nut is assembled in a state in which the nut is restrained from being displaced in the direction approaching the railcar wheel side, and the front end of each bolt is inserted into the through hole of each bolt. The wheel with a brake disk for a railway vehicle according to claim 1, wherein a male screw portion provided on the rail is screwed into each nut.   The male screw portion provided at the tip of the collar portion constituting each bolt is screwed into any of a screw hole, a female screw, or a nut and further tightened, and the pair of brake disks are attached to both side surfaces of the railcar wheel. In the fixed state, the axial distance from the head of each bolt or the base end surface of each nut to the portion where the inner diameter is reduced at the opening of each mounting hole is the male screw portion, the screw hole, the female screw, The wheel with a brake disk for a railway vehicle according to any one of claims 2 to 4, wherein the wheel has a distance in an axial direction of a threaded portion with any of the nuts.   Torque receiving pins in fitting holes formed in a state where the both sides of the railway vehicle wheel are penetrated in a plurality of locations that are circumferentially removed from the portions where the mounting holes are provided in the railway vehicle wheel. Are fitted and supported in such a manner that both end portions in the axial direction of each torque receiving pin protrude from both side surfaces of the railway vehicle wheel, and both end portions in the axial direction of each torque receiving pin are connected to the pair of brake discs. The wheel with a brake disk for a railway vehicle according to any one of claims 1 to 5, wherein the wheel is fitted in a torque receiving hole formed in a portion aligned with each of the fitting holes on an inner surface of the railway vehicle.   A radial clearance between the outer peripheral surface of each fastening member and the inner peripheral surface of the hole in which each fastening member is fitted is formed between the outer peripheral surface of each torque receiving pin and the inner peripheral surface of each torque receiving hole. The wheel with a brake disk for railcars according to claim 6, wherein the wheel is larger than a radial clearance therebetween.

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