JP7477949B2 - Brake linings for railway vehicles - Google Patents

Description

This disclosure relates to brake linings for rail vehicles.

Conventionally, disc brake devices have been widely used as braking devices for railway vehicles. Disc brake devices include an annular brake disc and brake linings. The brake disc is attached to, for example, the wheel of the railway vehicle and rotates together with the wheel. The brake lining is pressed against the sliding surface of the brake disc. The wheel is braked by friction between the brake lining and the brake disc.

Patent Document 1 discloses a brake lining for a disc brake device for railway vehicles. This brake lining includes a mounting plate and a number of sliding members supported by the mounting plate. An elastic member is provided between each sliding member and the mounting plate. The brake lining is attached to a brake caliper via the mounting plate so that each sliding member faces the sliding surface of the brake disc.

JP 2019-19959 A

For example, when a railway vehicle travels in an area with heavy snowfall, a large amount of snow adheres to the brake linings disclosed in Patent Document 1. Specifically, snow gets into the gaps between the sliding members and the brake disc and into the gaps between the sliding members. When snow gets into the gaps between the sliding members and freezes, the movement of each sliding member is restricted by the snow, and the ability of each sliding member to follow the brake disc decreases. This causes the sliding members to come into contact with the brake disc locally, causing the brake disc to repeatedly heat up and cool down locally. This can result in thermal fatigue damage to the brake disc. For this reason, it is necessary to reduce the amount of snow that accumulates on the brake linings of railway vehicles traveling in areas with heavy snowfall.

The objective of this disclosure is to provide a brake lining for railway vehicles that can reduce the amount of snow accretion.

The brake lining according to the present disclosure is a brake lining for a railway vehicle. The brake lining includes a mounting plate, a plurality of sliding members, and a plurality of elastic members. The plurality of sliding members are supported on one surface of the mounting plate. The plurality of elastic members are provided on the brake lining in correspondence with the plurality of sliding members. Each of the elastic members is disposed between the corresponding sliding member and the mounting plate. At least a portion of the surface of the mounting plate that is exposed from the sliding members is made of a heat conductive material. The heat conductive material has a thermal conductivity higher than that of steel.

This disclosure makes it possible to reduce the amount of snow that accumulates on railway vehicle brake linings.

FIG. 1 is a front view showing a schematic configuration of a brake lining for a railway vehicle according to an embodiment. FIG. 2 is a cross-sectional view of the brake lining shown in FIG. 1 taken along line II-II. FIG. 3 is a partial enlarged view of the brake lining shown in FIG. FIG. 4 is a graph showing the amount of snow accreted on the brake linings according to the example and the comparative example.

The brake lining according to the embodiment is a brake lining for a railway vehicle. The brake lining includes a mounting plate, a plurality of sliding members, and a plurality of elastic members. The plurality of sliding members are supported on one surface of the mounting plate. The plurality of elastic members are provided on the brake lining in correspondence with the plurality of sliding members. Each of the elastic members is disposed between the corresponding sliding member and the mounting plate. At least a portion of the surface of the mounting plate that is exposed from the sliding members is made of a heat conductive material. The heat conductive material has a thermal conductivity higher than that of steel (first configuration).

In conventional brake linings, the entire mounting plate is usually made of steel. In contrast, according to the first configuration, at least the portion of the mounting plate surface that is exposed from the sliding member is made of a heat-conducting material that has a higher thermal conductivity than that of steel. In other words, in the first configuration, the thermal conductivity of the exposed portion of the mounting plate surface is increased above that of conventional mounting plates. This makes it easier for snow adhering to the mounting plate surface to melt, reducing the amount of snow that accumulates on the brake lining.

In the first configuration, each sliding member is elastically supported by an elastic member. By reducing the amount of snow accretion on the brake lining, the movement of the sliding members is less likely to be hindered by snow. This ensures the ability of the sliding members to follow the brake disc. As a result, the isobaric contact of the sliding members with the brake disc is ensured, preventing localized temperature rises and falls in the brake disc. This prevents thermal fatigue damage to the brake disc.

In the above brake lining, the entire surface of the mounting plate may be made of a thermally conductive material (second configuration).

According to the second configuration, the thermal conductivity of the entire surface of the mounting plate increases, so snow adhering to the surface of the mounting plate that is not exposed from the sliding member can also be melted. For example, snow that has gotten in between the sliding member and the mounting plate can also be melted. This makes it possible to further reduce the amount of snow that accumulates on the brake lining.

The mounting plate may be made of steel and have a plated film of a thermally conductive material on its surface (third configuration).

According to the third configuration, the mounting plate is made entirely of steel, ensuring the strength of the mounting plate. Meanwhile, the surface of the mounting plate is provided with a plating film of a thermally conductive material, which allows snow adhering to the surface of the mounting plate to melt, thereby reducing the amount of snow that accumulates.

The multiple sliding members can be arranged in the short and long directions of the mounting plate to form multiple short rows and multiple long rows. A first gap can exist between adjacent short rows, spanning the entire length of the short rows. A second gap can exist between adjacent long rows, spanning the entire length of the long rows. The second gap can have a width smaller than the width of the first gap (fourth configuration).

When snow melts and turns into water, and this water adheres to the sliding members, the coefficient of friction between the brake disc and the sliding members decreases. This extends the stopping distance of a railway vehicle braked by the disc brake device. On the other hand, in the fourth configuration, a plurality of sliding members are arranged in the short and long directions of the mounting plate, forming a plurality of short and long rows of sliding members. A first gap is provided between adjacent short rows over the entire length of the short rows, and a second gap is provided between adjacent long rows over the entire length of the long rows. Therefore, when the brake lining is attached to the brake caliper, the second gap between the long rows extends from the upper end to the lower end of the sliding member group. This second gap allows water generated by melting snow to be guided from the upper end to the lower end of the sliding member group, and can finally be discharged outside the sliding member group. This makes it possible to prevent water from adhering to the sliding members, and to maintain the coefficient of friction between the brake disc and the sliding members.

When the brake linings are attached to the brake caliper, the first gaps between the short-side rows extend generally parallel to the direction of travel of the railcar. Therefore, even if snow gets into the first gaps, the snow is subjected to wind pressure caused by the travel of the railcar and is blown along the first gaps out of the group of sliding members. This makes it possible to prevent snow from accumulating between the sliding members, and therefore makes it possible to further reduce the amount of snow that accumulates on the brake linings.

According to the fourth configuration, the width of the second gap between the longitudinal rows of the sliding members is smaller than the width of the first gap between the lateral rows of the sliding members. Snow is less likely to enter the narrow second gap. Therefore, the flow of water in the second gap is not hindered by snow, and water can be reliably drained from the second gap. This more reliably prevents water from adhering to the sliding members, and suppresses a decrease in the coefficient of friction between the brake disc and the sliding members.

In the fourth configuration, the short-side rows are arranged with a first gap therebetween, and the long-side rows are arranged with a second gap therebetween, so that each sliding member does not come into contact with the other sliding members. Therefore, each sliding member can follow the brake disc without interfering with the other sliding members. This ensures pressure equalization of the sliding members.

It is preferable that the sliding members arranged in the longitudinal direction have the same shape and size (fifth configuration).

In the fifth configuration, the sliding members arranged in the longitudinal direction of the mounting plate all have the same shape and size. This makes it possible to reduce the number of types of sliding members that need to be prepared when manufacturing the brake lining, thereby reducing manufacturing costs and labor.

Embodiments of the present disclosure will be described below with reference to the drawings. In each drawing, the same or equivalent components are given the same reference numerals, and the same description will not be repeated.

[Structure of brake lining]
Fig. 1 is a front view showing a schematic configuration of a railway vehicle brake lining 100 according to this embodiment. Fig. 2 is a cross-sectional view taken along line II-II of the brake lining 100 shown in Fig. 1.

The brake lining 100 is part of a disc brake device for a railway vehicle. In addition to the brake lining 100, the disc brake device includes a brake disc and a brake caliper (not shown). The brake disc is fastened to a disc body (e.g., a wheel) fixed to an axle. The brake lining 100 is attached to the brake caliper so as to face the brake disc. Figure 1 shows the brake lining 100 attached to the brake caliper.

As shown in Figures 1 and 2, the brake lining 100 includes a mounting plate 10, a plurality of sliding members 20, a plurality of backing metals 30, and a plurality of elastic members 40.

Referring to FIG. 1, the mounting plate 10 is attached directly or indirectly to the brake caliper. In this embodiment, the mounting plate 10 has a generally rectangular shape when viewed from the front. When the mounting plate 10 is attached to the brake caliper, one of the side edges 11, 12 of the mounting plate 10 faces the inner periphery of the brake disc, and the other side edge 12 faces the outer periphery of the brake disc. Hereinafter, in the brake lining 100, the side edge 11 side may be referred to as the radially inner or inner periphery side, and the side edge 12 side may be referred to as the radially outer or outer periphery side.

When viewed from the front of the mounting plate 10, the vertical center line CL passes through the middle between the side edges 11 and 12. When the mounting plate 10 is attached to the brake caliper, the vertical center line CL extends in the up-down direction. When viewed from the front of the mounting plate 10, the direction in which the vertical center line CL extends is the longitudinal direction of the mounting plate 10, and the direction perpendicular to the vertical center line CL is the lateral direction of the mounting plate 10.

The mounting plate 10 is made of steel. The material of the mounting plate 10 is typically general structural rolled steel (SS400) or mechanical structural carbon steel (S45C). However, the surface 13 of the mounting plate 10 on the brake disc side is made of a thermally conductive material different from steel. The thermal conductivity of the thermally conductive material is higher than that of steel. For example, the thermal conductivity of general structural rolled steel at 25°C is 60.0 W/(m·K), and the thermal conductivity of mechanical structural carbon steel at 25°C is 45.0 W/(m·K). Therefore, for example, a material with a thermal conductivity at 25°C greater than 60 W/(m·K) or 45.0 W/(m·K) is selected as the thermally conductive material. The thermally conductive material is typically copper. The thermally conductive material may be, for example, nickel, silver, gold, zinc, chromium, etc.

In this embodiment, the entire surface 13 of the mounting plate 10 is made of a thermally conductive material. For example, a plating film of a thermally conductive material is provided on the entire surface 13 of the mounting plate 10. The plating film of the thermally conductive material may also be provided on the side edges 11 and 12 of the mounting plate 10 and on the surface opposite the surface 13. In other words, the entire steel mounting plate 10 may be covered with a plating film of a thermally conductive material.

The sliding members 20 are supported on the surface 13 of the mounting plate 10. Each sliding member 20 is plate-like and has a polygonal shape when viewed from the front. More specifically, the sliding members 20 have a roughly rectangular or pentagonal shape. The sliding members 20 are made of, for example, a copper-based sintered material or a resin-based sintered material.

The sliding members 20 are arranged in the short and long directions of the mounting plate 10 to form a plurality of short rows 21 and a plurality of long rows 22. The sliding members 20 do not need to be arranged completely along the short and long directions of the mounting plate 10, but may be arranged generally along the short and long directions. In this embodiment, the sliding members 20 are arranged substantially along the radial and circumferential directions of the brake disc to form a plurality of short rows 21 and a plurality of long rows 22. A gap 23 is provided between adjacent sliding members 20 in the short direction. A gap 24 is provided between adjacent sliding members 20 in the long direction. Therefore, each sliding member 20 does not come into contact with the other sliding members 20.

Each of the short-side rows 21 is composed of a plurality of sliding members 20 arranged in the short-side direction. In this embodiment, one short-side row 21 is composed of two sliding members 20. A gap 211 exists between adjacent short-side rows 21. The gap 211 is formed by connecting the gaps 24 between the sliding members 20 adjacent in the longitudinal direction in the short-side direction. Each gap 211 extends over the entire length of the short-side row 21. That is, each gap 211 extends without interruption from the inner peripheral end to the outer peripheral end of the plurality of sliding members 20 arranged on the mounting plate 10. In this embodiment, the gap 211 extends substantially straight along the radial direction of the brake disc. The gaps 211 are arranged radially from the inner peripheral side to the outer peripheral side.

Each longitudinal row 22 is composed of a plurality of sliding members 20 arranged in the longitudinal direction. In this embodiment, one longitudinal row 22 is composed of five sliding members 20. A gap 221 exists between adjacent longitudinal rows 22. The gap 221 is formed by connecting the gaps 23 between the sliding members 20 adjacent in the short direction in the longitudinal direction. The gap 221 extends over the entire length of the longitudinal row 22. In other words, the gap 221 extends uninterruptedly from the upper end to the lower end of the plurality of sliding members 20 arranged on the mounting plate 10. In this embodiment, the gap 221 extends in a curved manner substantially along the circumferential direction of the brake disc.

Each of the longitudinal rows 22 is composed of sliding members 20 of the same shape and size. That is, sliding members 20 having the same shape and size are arranged in the longitudinal direction of the mounting plate 10. More specifically, on the inner peripheral side of the mounting plate 10, sliding members 20 having a roughly rectangular shape in a front view are arranged in the longitudinal direction. On the outer peripheral side of the mounting plate 10, sliding members 20 having a roughly pentagonal shape in a front view are arranged in the longitudinal direction. That is, two types of sliding members 20 are used in the brake lining 100 according to this embodiment.

Referring to FIG. 2, a backing metal 30 is fixed to the surface (back surface) of the sliding member 20 facing the mounting plate 10. In this embodiment, one backing metal 30 is fixed to two sliding members 20. More specifically, the backing metal 30 is provided corresponding to a short-side row 21 consisting of two sliding members 20. The shape and size of the backing metal 30 are not particularly limited. For example, the backing metal 30 can have a shape and size substantially the same as the shape and size of the short-side row 21 when viewed from the front of the brake lining 100.

In the example of FIG. 2, two sliding members 20 fixed to one backing plate 30 are separate. However, these two sliding members 20 may be integrated on the backing plate 30 side. In other words, when multiple sliding members 20 are fixed to one backing plate 30, these sliding members 20 can be formed as an integrated unit as long as the gap 23 is maintained.

The elastic member 40 is provided corresponding to the sliding member 20. That is, an elastic member 40 is provided for each sliding member 20. Each elastic member 40 is disposed between the backing metal 30 fixed to the corresponding sliding member 20 and the mounting plate 10. The elastic member 40 is typically a disc spring, but may be a leaf spring, a coil spring, or the like. The sliding member 20, the backing metal 30, and the elastic member 40 are attached to the mounting plate 10 by fastening parts 50 such as rivets.

Figure 3 is a partially enlarged view of the brake lining 100 shown in Figure 1. With reference to Figure 3, the gap 211 between the lateral rows 21 has a width W1. The width W1 is the distance between adjacent lateral rows 21. The width W1 is preferably 2.0 mm to 5.0 mm.

As described above, the gaps 211 between the lateral rows 21 are formed by a series of gaps 24 between adjacent sliding members 20 in the longitudinal direction. For example, when the brake lining 100 is viewed from the front, if the positions of adjacent gaps 24 are misaligned, the width of the gaps 211 becomes partially smaller at the boundaries of the gaps 24. In this case, the width of the gaps 211 at the boundary positions of the gaps 24 is treated as the width W1 of the gaps 211. In other words, the width W1 of the gaps 211 is the minimum width of the gaps 211 extending in the lateral direction.

The gaps 221 between the longitudinal rows 22 have a width W2. The width W2 is the distance between adjacent longitudinal rows 22. The width W2 is preferably 0.3 mm to 3.0 mm. The width W2 is smaller than the width W1 of the gaps 211 between the transverse rows 21. The width W1 is, for example, 1.5 times or more the width W2.

As described above, the gaps 221 between the longitudinal rows 22 are formed by a series of gaps 23 between adjacent sliding members 20 in the lateral direction. For example, when the brake lining 100 is viewed from the front, if the positions of adjacent gaps 23 are misaligned, the width of the gaps 221 becomes partially smaller at the boundaries of the gaps 23. In this case, the width at the boundary position of the gaps 23 is treated as the width W2 of the gaps 221. In other words, the width W2 of the gaps 221 is the minimum width of the gaps 221 extending in the longitudinal direction.

[Effects of the embodiment]
In the brake lining 100 according to this embodiment, the surface 13 of the mounting plate 10 is made of a heat-conductive material. The heat conductivity of the heat-conductive material is higher than the heat conductivity of steels generally used for mounting plates, such as rolled steel for general construction and carbon steel for machine construction. Therefore, in the brake lining 100, snow that penetrates into the gaps between the sliding members 20 and adheres to the surface 13 of the mounting plate 10 is likely to melt. Therefore, the amount of snow that adheres to the brake lining 100 can be reduced.

In this embodiment, the entire surface 13 of the mounting plate 10 is made of a heat-conductive material. Therefore, snow that has entered between the mounting plate 10 and the backing metal 30 and adhered to the surface 13 of the mounting plate 10 can be melted. This further reduces the amount of snow that adheres to the brake lining 100.

In this embodiment, the body of the mounting plate 10 is made of steel, while the surface 13 is made of a heat-conductive material. That is, in the mounting plate 10 made of steel, a plating film of a heat-conductive material is provided on the surface 13. In this way, the amount of snow that accumulates on the brake lining 100 can be reduced, and the strength of the mounting plate 10 can be ensured.

When the brake lining 100 according to this embodiment is attached to a brake caliper, the longitudinal direction of the mounting plate 10 is substantially the vertical direction. Therefore, the gaps 221 between the longitudinal rows 22 of the sliding members 20 extend vertically over the entire length of the longitudinal rows 22. The gaps 211 between the transverse rows 21 of the sliding members 20 extend over the entire length of the transverse rows 21, generally parallel to the direction of travel of the railway vehicle.

For example, when a railway vehicle equipped with the brake lining 100 travels in an area with heavy snowfall, snow may get in between the sliding members 20. However, this snow is subjected to wind pressure as the railway vehicle travels, and is guided rearward by the gap 211 and discharged from between the sliding members 20. As a result, snow is less likely to remain between the sliding members 20, and the movement of the sliding members 20 is less likely to be hindered by snow. This ensures that the sliding members 20 can follow the brake disc. This increases the contact area between the brake disc and the sliding members 20, preventing localized temperature increases in the brake disc.

Snow that gets between the sliding members 20 and comes into contact with the sliding members 20 melts and turns into water. This water falls along the gap 221 and is discharged outside the sliding members 20. Moreover, the width W2 of the gap 221 extending in the vertical direction is smaller than the width W1 of the gap 211 that is roughly parallel to the running direction of the railroad car. Therefore, it is relatively difficult for snow to get into the gap 221. Therefore, the flow of water in the gap 221 is not hindered by snow, and it can be smoothly drained from the gap 221. As a result, it is possible to prevent water from adhering to the sliding members 20, and it is possible to maintain the coefficient of friction between the brake disc and the sliding members 20.

In this embodiment, each sliding member 20 does not come into contact with the other sliding members 20 and is elastically supported by the elastic member 40. Therefore, each sliding member 20 can follow the brake disc that thermally deforms during braking without interfering with the other sliding members 20. This ensures pressure equalization of the sliding members 20.

In this way, with the brake lining 100 according to this embodiment, the ability of the sliding member 20 to follow the brake disc is not reduced by snow, and pressure equalization of the sliding member 20 is ensured. As a result, localized contact between the sliding member 20 and the brake disc is less likely to occur, and thermal fatigue damage to the brake disc associated with such localized contact can be prevented. Furthermore, with the brake lining 100 according to this embodiment, it is possible to prevent the friction coefficient of the sliding member 20 from being reduced by adhesion of water. As a result, it is possible to suppress an extension of the stopping distance of a railway vehicle when braking.

In this embodiment, taking into consideration the amount of deformation of the brake disc during braking, the narrow gap 221 is preferably secured to have a width W2 of 0.3 mm or more. If the sliding members 20 are arranged with a gap of 0.3 mm or more, even if the sliding members 20 follow the deformation of the brake disc, they usually do not interfere with each other.

In this embodiment, the wide gap 211 has a width W1 of preferably 2.0 mm or more. Since the maximum grain size of snow that can get in between the sliding members 20 is thought to be about 1.0 mm, if the width W1 is set to 2.0 mm or more, which is sufficiently larger than the maximum grain size of snow, snow is less likely to become trapped in the gap 211, and snow can be discharged smoothly from the gap 211.

In the brake lining 100 according to this embodiment, the sliding members 20 arranged in the longitudinal direction have the same shape and size. In this case, the number of types of sliding members 20 included in the brake lining 100 may be equal to or less than the number of longitudinal rows 22. In other words, the number of types of sliding members 20 to be prepared in manufacturing the brake lining 100 can be reduced. Therefore, the manufacturing cost and labor of the brake lining 100 can be reduced.

In the brake lining 100 according to this embodiment, the width W1 of the gap 211 between the sliding members 20 is preferably set to 5.0 mm or less. The width W2 of the gap 221 between the sliding members 20 is preferably set to 3.0 mm or less. The widths W1 and W2 are smaller than the width of the gap between the sliding members in a typical brake lining. Therefore, the surface area of the sliding member 20 that comes into contact with the disc brake device is enlarged, and the wear allowance of the sliding member 20 can be increased. This allows the brake lining 100 to have a longer life.

Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and various modifications are possible without departing from the spirit of the present disclosure.

In the above embodiment, the entire surface 13 of the mounting plate 10 is made of a thermally conductive material. However, only a portion of the surface 13 may be made of a thermally conductive material. That is, only the portion of the surface 13 exposed from the sliding member 20 may be made of a thermally conductive material, and the other portion may be made of steel. For example, a plating film of a thermally conductive material may be provided only on the portion of the surface 13 of the mounting plate 10 that is visible when viewed from the front of the brake lining 100.

In this embodiment, the body of the mounting plate 10 is made of steel, while its surface 13 is made of a thermally conductive material. However, the entire mounting plate 10 can also be made of a thermally conductive material.

In the above embodiment, the mounting plate 10 has a generally rectangular shape when viewed from the front. However, the shape of the mounting plate 10 is not limited to this. For example, the mounting plate 10 may have a shape that is curved along the circumferential direction of the brake disc.

In the above embodiment, the gaps 211 between the short-side rows 21 extend along the radial direction of the brake disc. However, the direction in which the gaps 211 extend may be horizontal. The gaps 211 do not need to extend completely parallel to the short-side direction of the mounting plate 10, but only need to extend substantially in the short-side direction.

In the above embodiment, the gaps 221 between the longitudinal rows 22 extend along the circumferential direction of the brake disc. However, the direction in which the gaps 221 extend may be vertical or slightly inclined relative to the vertical. The gaps 221 do not need to extend completely parallel to the longitudinal direction of the mounting plate 10, but only need to extend substantially in the longitudinal direction.

A groove extending in the longitudinal direction of the mounting plate 10 may be formed on the surface of each sliding member 20. In order to ensure a large surface area of the sliding member 20 and improve the life of the brake lining 100, it is preferable that the number of grooves provided on each sliding member 20 is one or less.

In the above embodiment, the sliding members 20 form a lateral row 21 and a longitudinal row 22. However, the sliding members 20 do not have to be aligned in the lateral and longitudinal directions of the mounting plate 10. The arrangement of the sliding members 20 can be determined as appropriate.

In the above embodiment, each of the sliding members 20 has a polygonal shape when viewed from the front of the brake lining 100. However, the shape of the sliding members 20 is not limited to this. For example, the sliding members 20 may have a circular shape when viewed from the front of the brake lining 100.

The present disclosure will be described in more detail below with reference to examples. However, the present disclosure is not limited to the following examples.

To confirm the effect of the brake lining according to the present disclosure, a snow accretion test was conducted on the brake lining using a mounting plate made of general structural rolled steel (Comparative Example) and a mounting plate of the Comparative Example that was copper-plated (Example). In the snow accretion test, each brake lining was placed in a test room, and snow created by an artificial snow-making machine was sprayed onto the brake lining to adhere to it.

The conditions for the snow accretion test are as follows:
Ambient temperature (temperature in the test room): 1 to 2°C
・Representative wind speed: 10m/s
Snowfall: 10cm/h
・Exam time: 60 minutes

Snow accretion tests were conducted on brake linings placed vertically and horizontally. "Vertical placement" refers to the state in which each brake lining is installed so that the longitudinal direction of the mounting plate is roughly vertical (Figure 1). Vertical placement is an installation state that assumes that snow will adhere to the inner circumference of the brake lining due to wind from driving. "Horizontal placement" refers to the state in which each brake lining is installed so that the longitudinal direction of the mounting plate is roughly horizontal. "Horizontal placement" is an installation state that assumes that snow will be kicked up by the rotation of the wheels and will adhere to the bottom of the mounting plate.

Figure 4 is a graph showing the amount of snow accretion on the brake linings of the embodiment and the comparative example. As shown in Figure 4, the amount of snow accretion on the brake lining of the embodiment was significantly less than the amount of snow accretion on the brake lining of the comparative example, both when placed vertically and horizontally. In other words, it was confirmed that the amount of snow accretion on the brake lining was reduced by forming a copper plating film, which is a thermally conductive material, on the surface of the mounting plate.

100: Brake lining 10: Mounting plate 13: Surface 20: Sliding member 21: Short side row 211: Gap W1: Width 22: Long side row 221: Gap W2: Width 40: Elastic member

Claims (4)

A brake lining for a railway vehicle, comprising:
A mounting plate;
a plurality of sliding members supported on one surface of the mounting plate;
a plurality of elastic members provided corresponding to the plurality of sliding members, each disposed between the corresponding sliding member and the mounting plate, each elastically supporting the corresponding sliding member with respect to the mounting plate;
Equipped with
At least a portion of the surface of the mounting plate that is exposed from the sliding member is made of a heat conductive material having a thermal conductivity higher than that of steel ,
The plurality of sliding members are arranged in a lateral direction and a longitudinal direction of the mounting plate to form a plurality of lateral rows and a plurality of longitudinal rows;
A first gap is present between adjacent short-side rows, the first gap extending over the entire length of the short-side rows;
a second gap exists between adjacent longitudinal rows, the second gap having a width smaller than the width of the first gap and running along the entire length of the longitudinal rows . 2. A brake lining according to claim 1,
A brake lining, wherein the entire surface of the mounting plate is made of the thermally conductive material. 3. A brake lining according to claim 1 or 2,
The mounting plate is made of steel and has a plating film of the thermally conductive material on the surface. A brake lining according to any one of claims 1 to 3 ,
A brake lining, wherein the sliding members arranged in the longitudinal direction have the same shape and size.

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