JPH0747389B2 - Disc brake device for railway vehicles - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a railway vehicle disc brake device, and more particularly to an end portion of a rotary shaft of a drive motor for transmitting rotation to an axle of a railway vehicle. The present invention relates to a disc brake device provided.

[Conventional technology]

As a configuration of a conventional disk brake device for a railroad vehicle, for example, the one disclosed in Japanese Utility Model Laid-Open No. 64-4933 discloses an axle 1 that supports wheels 100, 100 as shown in FIG.
An induction motor (driving motor) 102 is installed on one side of 01, a disc 104 is fixed to one end of a rotor shaft 103 of the induction motor 102, and a pair of pads 106, 106 attached to a caliper 105. The disk 104 is interposed between them. The induction motor 102 is fixedly installed on a vehicle-side member such as a truck, and the caliper 105 is held by the vehicle-side member or the induction motor 102. A drive gear 108 is attached to the other end of the rotor shaft 103 via a flexible joint 107, and a driven gear 109 meshed with the drive gear 108 is attached to the corresponding end of the axle 101.
Is attached. According to such a configuration, when the vehicle is traveling, the axle 101 and the wheels 100, 100 are rotationally driven according to the rotation of the rotor shaft 103 of the induction motor 102, but when the brake command is issued, the caliper 105 is used. When the pads 106, 106 of the disc are pressed against both sides of the disc 104, a braking action is performed and the rotor shaft 103 and the axle 101
As a result, the rotation of the wheels 100,100 will stop.

However, since the disc brake device disclosed in the above publication uses one disc 104, it is easy to reach a high temperature state during braking, and therefore, during braking, the strength of the disc 104 rapidly increases due to heat. However, there is a problem that the disc 104 is unevenly worn and the life of the disc 104 is shortened. In addition to this, since the disc 104 is directly fixed to the rotor shaft 103 of the induction motor 102, the disc 10 that has been in a high temperature state during braking.
A large amount of heat is transferred from the rotor shaft 103 to the induction motor.
This causes a situation in which the temperature inside 102 rises and exceeds the limit temperature, causing problems such as burning of the coil wire inside the induction motor 102 or seizure of the bearing of the rotor shaft 103. .

In order to deal with such a problem, for example, the actual Kaihei 1-117972
According to the publication, as shown in FIG. 7, the induction motor 102
Discs 1 at both ends of the rotor shaft (hollow armature shaft) 103 of
There is disclosed a configuration including two calipers 105, 105 for fixing 04, 104 and for sandwiching the two disks 104, 104. According to this, individual discs during braking
It can be expected that the above problems will be solved to some extent due to the fact that the high temperature of 104, 104 can be suppressed.

[Problems to be Solved by the Invention]

However, even with the disc brake device disclosed in Japanese Utility Model Laid-Open No. 1-117972, it is not possible to sufficiently cope with the recent increase in the speed of railway vehicles. In other words, if the braking from high speed driving continues, the disk 10
It goes without saying that 4 becomes a high temperature state, and it goes without saying that the above-mentioned problems due to the high temperature of the disc 104 occur, and the disc and the caliper should be arranged on both sides of the induction motor main body, respectively. Since this has to be done, there is a problem in that the layout of mounting the disk device becomes difficult.

Further, even with the disc brake device disclosed in this publication, since the two discs 104, 104 are directly fixed to the rotor shaft 103 of the induction motor 102, the discs 104, 1
From 04, a large amount of heat is conducted to the inside of the induction motor 102, and as described above, it causes problems such as burnout of the coil wire and seizure of the bearing.

The present invention has been made in view of the above circumstances, and improves the configuration of the disc itself and improves the coupling state between the rotary shaft of the brake device and the rotor shaft of the drive motor to generate heat. After realizing the reduction of the quantity, the layout of the brake device is simplified and the installation is easy.
In addition, even if the brake device becomes hot during braking from high-speed running, heat conduction to the rotor shaft of the drive motor is reduced, preventing burnout of the coil inside the motor and premature damage to the rotor bearing. This is a technical issue.

[Means for Solving the Problems]

As a concrete means for achieving the above-mentioned technical problem, there is provided an end portion of a rotor shaft of a drive motor connected to an axle of a railroad vehicle so as to be rotatable and capable of rotating together with the rotor shaft. A plurality of rotor members that are slidable in the axial direction of the rotating shaft, and a plurality of stators that are arranged between the plurality of rotor members and that are attached to the key member so as to be slidable only in the axial direction. A multi-plate disc brake device including a member and a pressing member that applies a braking force to the rotor member and the stator member is provided, and the rotary shaft of the disc brake device and the rotor shaft of the drive motor are separated. And both are connected by interlocking connection.

[Action]

According to the above means, the multi-disc type disc brake device is
When no braking force is applied by the pressing member, a plurality of rotor members that rotate together with the rotor shaft of the drive motor are
The rotor member and the stator member are free to rotate with respect to a plurality of stator members attached to the key member. The members are moved and pushed together to bring the members into pressure contact with each other, and friction generated at this time prevents relative rotation of the rotor member with respect to the stator member. In other words, since the key member to which the stator member is attached is fixed to the driving electric motor and then to the vehicle-side member, when the relative rotation of the rotor member with respect to the stator member is blocked as described above, The rotation of the axle connected to the rotor shaft that rotates with the rotor member, and thus the wheel, stops.

The present invention adopts a multi-plate type disc brake device including a plurality of rotor members, a plurality of stator members, and a pressing member in a railway vehicle, so that heat generated during braking from high-speed running of the vehicle is applied. Is dispersed in the frictional heat between each of the plurality of rotor members and the stator members, and not only the amount of heat generated by each member is significantly reduced, but also the ease of installation and the layout of the device are reduced. It will be simplified.

Further, according to the present invention, since the rotary shaft of the multi-disc type disc brake device and the rotor shaft of the driving electric motor are separated from each other, each of the brake devices can be temporarily operated when the vehicle is braked from high speed running. Even if the member is in a high temperature state, the amount of heat conducted from the rotary shaft of the brake device to the rotor shaft of the drive motor is small. Furthermore, since the rotary shaft of the disc brake device and the rotor shaft of the drive motor which are separated are connected by meshing coupling, the thermal expansion of the rotary shaft in the rotor axial direction is caused by this coupling portion. Can be avoided, and as a result, generation of thrust force on the bearing can be prevented. In other words, the gap that normally occurs when connecting by meshing coupling, that is, the gap between the rotary shaft and the rotor shaft,
The thermally expanded rotary shaft moves while sliding in the direction of filling this gap, and the thrust force generated on the bearing is prevented. In addition, when adjusting the axis between the rotary shaft and the rotor shaft, the gap between both shaft cores as described above allows a large tolerance for deviation of both shaft cores, and adjustment is easy. It can be done. Further, since the both shafts are connected by the meshing connection, the rotation transmission between the both shafts is favorably performed.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 1 to 5.

First, the mounting state of the disc brake device 1 according to the present invention will be described based on the schematic configuration shown in FIG. 1. Below the bogie 52 that supports the vehicle body 51 via the air springs 50, 50 is a driving motor. 2 is attached, and a drive gear 4 fixed to one end of a rotor shaft 3 of the driving electric motor 2 and a driven gear 6 fixed to an axle 5 supporting the wheels 53, 53 are meshed with each other. At the same time, the disc brake device 1 according to the present invention is attached to the end portion (left end portion) on the side opposite to the gear of the drive motor 2. Therefore, when the vehicle 51 is traveling, the rotation of the rotor shaft 3 of the drive motor 2 is transmitted to the axle 5 and the wheels 53, 53 via the drive gear 4 and the driven gear 6, while the brake command is issued. When the disc brake device 1 is operated, the rotation of the rotor shaft 3 is stopped by the operation of the disc brake device 1, and the rotation of the axle 5 and the wheels 53, 53 is stopped accordingly, so that the braking action is performed. still,
Axle springs 55, 55 are provided between the bogie 52 and the axle cases 54, 54 that rotatably hold the axle 5 at both ends thereof.

Next, the detailed structure of the disc brake device 1 will be described with reference to FIGS. 2 and 3.

The disc brake device 1 has a drum-shaped case 7 fixed to the opposite end of the drive motor 2 by means of bolts 56, 56, and a plurality of keys are provided on the inner peripheral surface of the case 7. 8 are fixed, and a hollow shaft (rotating shaft) 9 coupled to the rotor shaft 3 of the drive motor 2 is integrally formed with the rotor shaft 3 at the inner center of the case 7. It is held rotatably. Then, two rotor members 10, 10 which rotate together with the hollow shaft 9 and by extension the rotor shaft 3 and are slidable in the axial direction (direction a-b in FIG. 3) are attached to the outer periphery of the hollow shaft 9. Further, three stator members 11 which are slidable only in the axial direction are provided on the inner circumference of the key members 8 ...
… 11 is attached. More specifically (see FIG. 2), the hollow shaft 9 is integrally formed with a plurality of ridges 9a ... 9a protruding outward at equal angular intervals along the axial direction. A through hole 10a having the same shape as the outer diameter of the rotor member 10 is formed in the central portion of the rotor member 10 and by fitting them, the rotor member 10 rotates together with the hollow shaft 9 and is slidable in the axial direction. On the other hand, the key members 8 ... 8 are arranged at equal angular intervals and are fixedly supported by the case 7, and notch portions having the same shape as the contour of the key members 8 ... 8 at right angles to the axis. 11a ... 11a are formed on the outer peripheral edge of the stator member 11 and by fitting them, the stator member 11 is slidable only in the axial direction with respect to the key members 8 ... In this case, the rotor members 10 and the stator members 11 are alternately arranged in the axial direction, and the space between the outer peripheral surface 10b of the rotor member 10 and the inner peripheral surfaces of the key members 8 ... A slight gap exists between the inner peripheral surface 11b and the outer peripheral surface of the hollow shaft 9. The numbers of the rotor member 10 and the stator member 11 are not limited to those shown in the third illustration, and may be more or less.

Further, as shown in FIG. 3, a ring-shaped pressure plate 12 made of a metal material having good thermal strength and conductivity is adjacent to the left side of the stator member 11 arranged at the left end of the above members. The pressure plate 12 is axially slidably fitted to the key members 8 ... 8 in the same manner as the stator member 11, and is arranged at the right end of each member. The pressure plate 12 is provided on the right side of the stator member 11.
Ring-shaped stopper plate 13 made of the same metal material as
The stopper plate 13 is firmly fixed to the key members 8 ... 8 with the right side surface thereof abutting the inner surface of the right side wall 7a of the case 7 and the stopper plate 13
A plurality of radially extending slits 14 ... 14 are radially formed on the right side surface of the.

On the other hand, the left side wall 7b of the case 7 has a plurality of pistons (pressing members) whose tips are in contact with the pressure plate 12.
15 ... 15 are slidably fitted and held in the axial direction, and a hydraulic chamber 16 for applying hydraulic pressure (hydraulic pressure) is formed on the rear surface of the piston 15, and the hydraulic chamber 16 is As shown in the second drawing, it communicates with a hydraulic pressure supply port 18 (which communicates with a hydraulic pressure source) via a hydraulic pressure passage 17.

Further, the left side wall portion 7b of the case 7 is provided with a plurality of gap adjusting mechanisms 19 ... This gap adjusting mechanism 19
As shown in FIG. 3, a piston rod 21 biased to the left by a compression coil spring 20, a stopper plate 22 for regulating the left movement of the piston rod 21 by contact of a stepped surface of the piston rod 21, and the stopper plate And a friction ring 24 that restricts the right movement of the retainer 23 fixed to 22. The right end of the piston rod 21 is fixed to the pressure plate 12, and therefore the pressure plate 12 is biased to the left by the compression coil spring 20. Further, the friction ring 24 is moved left and right when a force equal to or greater than a predetermined force is applied, and in response to the left and right movement, a gap X between the collar member 25 fitted to the piston rod 21 and the retainer 23. That is, the moving range of the piston rod 21 is changed.

In addition to the above configuration, the hollow shaft 9 of the disc brake device 1 and the rotor shaft 3 of the driving electric motor 2 are configured separately, and the connection state between the two shafts 9 and 3 is as follows. It is configured as shown.

That is, as shown in FIG. 4, a heat insulating coupling 30 is provided between the hollow shaft 9 and the rotor shaft 3. Specifically, a meshing uneven surface 9a is formed on the right end of the hollow shaft 9, and the meshing uneven surface 9a and the meshing uneven surface 30a formed on the left end of the heat insulating coupling 30 are engaged and coupled with each other. In addition, the meshing uneven surface 3b is also formed on the left end portion of the rotor shaft 3, and the meshing uneven surface 3b and the meshing uneven surface 30b formed on the right end portion of the heat insulating coupling 30 are meshed and coupled with each other. -ing In this case, the hollow shaft 9
The heat insulating coupling 30 does not necessarily have to be interposed between the rotor shaft 3 and the rotor shaft 3, and the meshing uneven surface 9a of the hollow shaft 9 and the meshing uneven surface 3b of the rotor shaft 3 are formed so that they can mesh with each other. The two shafts 9 and 3 may be directly meshed and coupled.

The rotor member 10 and the stator member 11 shown in FIGS. 2 and 3 are both made of C / C composite. This C / C composite (Carbon / Carbon Composite
s) is a carbon fiber produced by carbonizing and graphitizing heat treatment after strengthening the bond of carbon fiber with resin, pitch, etc.
It is a carbon composite material. As shown in FIG. 5, the temperature characteristic of steel has a characteristic curve indicated by reference numeral (a), whereas the C / C composite has a characteristic curve indicated by reference numeral (b). That is, the C / C composite has a tensile strength that is the same as or higher than that at room temperature even in the high temperature state. In addition to these, the properties of the C / C composite include light weight, high elasticity, fine structure with little anisotropy, excellent slidability and wear resistance.

According to the above configuration, when the vehicle is traveling, the hollow shaft 9 and the rotor members 10 and 10 rotate as the rotor shaft 3 of the drive motor 2 rotates, but in this case,
Since the hydraulic chamber 16 on the rear surface of the piston 15 is in a non-pressurized state, the piston 15 does not generate a force for pressing the pressure plate 12 to the right. The members 11 ... 11 can be freely rotated.
On the other hand, when the brake command is issued, the hydraulic chamber 16
Is in a pressurized state, and accordingly, the piston 15 moves to the right to press the pressing plate 12 and press the rotor members 10, 10 and the stator members 11 ... 11 against the stopper plate 13, which occurs at this time. The friction between the rotor members 10 and 10 and the stator members 11 to 11 causes friction between the rotor members 10 and 1.
As a result, the hollow shaft 9 and the rotor shaft 3 stop rotating. In this case, the amount of heat generated during braking of the vehicle is
Since it is dispersed as frictional heat generated at a plurality of points between the rotor members 10, 10 and the stator members 11, ... 11, the heat generation amount of each member 10, 10, 11, ... It will be reduced. Further, since the hollow shaft 9 and the rotor shaft 3 are constructed separately and both shafts 9 and 3 are connected by meshing connection (especially in this embodiment, the heat insulating coupling 30 is provided). So), each of the above members
Friction heat generated in 10, 10, 11, ... 11 reduces heat conduction from the hollow shaft 9 to the rotor shaft 3 whose temperature has risen, which prevents the internal temperature of the driving electric motor 2 from increasing, and the vehicle is temporarily tentatively heated. 11 when the above-mentioned members 10, 10, 11 ... 11 are in a high temperature state during braking from the high speed running, the amount of heat conducted from the hollow shaft 9 to the rotor shaft 3 becomes relatively small, and the drive motor is driven. 2. Internal protection of 2 is performed well. Furthermore, thermal expansion of the hollow shaft 9 in the direction of the rotor shaft 3 can be avoided by connecting both shafts by meshing connection. And
When the brake command is released, the pressure plate 12 moves leftward by the spring force of the compression coil spring 20 of the gap adjusting mechanism 19 and returns to the initial position.

The amount of heat generated during braking of the vehicle is the rotor member 10,1.
0 and the stator members 11 ... 11 will store heat,
This amount of heat is suitably radiated by the configuration shown below.

That is, the left end of the inner hole 60 of the hollow shaft 9 is opened and this opening is used as an air introduction port 61, and a filter 62 is attached to the left side of the air introduction port 61, and the plurality of the plurality of holes are formed. A thin metal ring plate 63 (made of stainless steel) is attached to the key members 8 ... 8 so as to cover the outer peripheral portions of the rotor members 10, 10 and the stator members 11 ... 11 over the entire circumference. Then, the air taken in through the air introduction port 61 passes through the through holes 64 and 65 formed at both left and right ends of the hollow shaft 9, and as shown by arrows x and y, the pressure plate 12 and Flows into the gap between the case left side wall 7b and the gap between the stopper plate 13 and the case right side wall 7a (slit 14),
Further, it passes through the gap W between the metal ring plate 63 and the inner peripheral surface of the case and is discharged to the outside from the air discharge port 66. By passing the cooling air in this way, the pressure plate
Heat is radiated from the stopper plate 13, the stopper plate 13, and the metal ring plate 63 to prevent the rotor members 10, 10 and the stator members 11 ... 11 from excessively rising in temperature.

〔The invention's effect〕

As described above, according to the present invention, by using a multi-plate type disc brake device having a plurality of rotor members and a plurality of stator members as a railway vehicle braking device, braking of the vehicle is performed. The heat generated at times is dispersed as frictional heat generated at multiple points between the members, and the heat generation amount of each member is reduced, resulting in uneven wear and shortened life. It is possible to obtain the advantages that the above can be avoided, and that the layout of the device can be simplified and the mountability can be facilitated.

Further, since the rotary shaft of the multi-plate disc brake device and the rotor shaft of the drive motor are configured separately and both shafts are connected by meshing connection, heat generated in the brake device during braking is obtained. Is less likely to be transmitted from the rotary shaft to the rotor shaft, thereby avoiding a situation in which the temperature inside the drive motor exceeds the limit temperature and rises, and the burnout of the coil wire of the motor and the rotor shaft are avoided. It is possible to obtain an advantage that defects such as early damage of the bearing of 1 are not caused. Further, due to the gap between the rotary shaft and the rotor shaft, the thermally expanded rotary shaft slides in the direction of filling the gap, and the thrust force generated on the bearing is prevented. In addition, even when adjusting the axis of the rotary shaft and the rotor shaft, the gap between the two axes allows a large tolerance for misalignment of the two axes, and the adjustment can be easily performed. Become.

[Brief description of drawings]

1 to 5 show an embodiment of the present invention.
FIG. 1 is a schematic front view showing a mounted state of a railway vehicle disc brake device, FIG. 2 is a side view of a longitudinal section of an essential part showing an internal structure of the railway vehicle disc brake device, and FIG. 3 is an inside of the railway vehicle disc brake device. FIG. 4 is a perspective view showing a structure of a main part in a longitudinal section, FIG. 4 is a perspective view of a disassembled part showing a coupling state of a rotor shaft and a hollow shaft, and FIG. Further, FIG. 6 is a schematic plan view showing one conventional example, and FIG. 7 is a schematic plan view showing another conventional example. 1 ... Disc brake device 2 ... Drive motor 3 ... Rotor shaft 5 ... Axle 8 ... Key member 9 ... Rotating shaft (hollow shaft) 10 ... Rotor member 11 ... Stator member 15 ... Pressing Material (piston)

Claims (1)

[Claims] 1. A plurality of rotors of a driving electric motor connected to an axle of a railroad vehicle so as to be capable of transmitting rotation, which are rotatable with the rotor shaft and slidable in the axial direction of the rotor shaft. A plurality of rotor members, a plurality of stator members arranged between each of the plurality of rotor members, and attached to the key member slidably only in the axial direction, and the rotor member and the stator member. A multi-plate type disc brake device having a pressing member for applying power is provided, and a rotary shaft of the disc brake device and a rotor shaft of the driving electric motor are separated from each other and connected by meshing connection. A disc brake device for a railroad vehicle characterized by the above.