JPWO2019172367A1 - Rail vehicle brake discs and rail vehicle disc brakes - Google Patents

Abstract

The brake disc includes an annular main body, a sliding portion that protrudes from the main body toward one side in the axial direction of the brake disc, and has an annular sliding surface at the end of the one side. A plurality of fins projecting from the main body portion toward the other side in the axial direction are provided. The plurality of fins includes a plurality of fastening fins having through holes for inserting fastening members and a plurality of locking fins having key grooves. At the other end of the locking fin, a contact surface that comes into contact with a rotating member that rotates integrally with the axle is provided around the keyway. In the radial direction of the brake disc, the distance from the center of the brake disc to the center of the through hole is larger than the distance from the center of the brake disc to the center of the contact surface.

Description

The present invention relates to a brake disc for a railway vehicle and a disc brake including the brake disc.

Conventionally, disc brakes have been used in railway vehicles such as the Shinkansen. Disc brakes include, for example, a brake disc fixed to a disc-shaped rotating member (a wheel or a disc body fixed to the axle separately from the wheel) that rotates integrally with the axle, and a brake lining having a friction member. It is equipped with a brake caliper that moves the brake lining.

In a disc brake having the above configuration, a braking force can be generated by moving the brake lining by a brake caliper and pressing a friction member of the brake lining against the surface (sliding surface) of the brake disc. As a result, the railroad vehicle can be decelerated.

By the way, when decelerating a railroad vehicle traveling at high speed, the contact portion between the friction member and the brake disc generates heat due to friction, so that the sliding surface of the brake disc becomes hot. As a result, the temperature difference between the sliding surface and the surface opposite to the sliding surface (that is, the surface on the rotating member side) becomes large.

When the temperature difference between the sliding surface and the surface on the rotating member side becomes large, the difference in the amount of thermal expansion between the sliding surface side portion and the rotating member side portion of the brake disc becomes large. As a result, the sliding surface side of the brake disc may be compressed and yielded, resulting in plastic deformation. After that, when the brake disc is cooled, the brake disc is warped. Specifically, the brake disc is warped so that the outer peripheral side of the brake disc is separated from the rotating member. If the brake disc is warped as described above, a large load is applied to the fastening member (bolt or the like) for fixing the brake disc to the rotating member, and the fastening member may be damaged.

Therefore, conventionally, a technique for suppressing the warp of the brake disc as described above has been proposed. For example, in the brake disc disclosed in Patent Document 1, a fastening hole for attaching a fastening member is formed in a sliding portion of the brake disc (an annular portion surrounded by an inner circumference and an outer circumference of the sliding surface). There is. In this brake disc, the occurrence of warpage can be suppressed by fixing the sliding portion to the wheel with a fastening member.

Japanese Unexamined Patent Publication No. 2001-31441

By the way, in recent years, it has been desired to reduce the weight of railway vehicles from the viewpoints of high-speed running and reduction of power consumption. Along with this, it is also desired to reduce the weight of the brake disc. In order to reduce the weight of the brake disc, it is conceivable to reduce the volume of the brake disc. However, simply reducing the volume of the brake disc reduces the heat capacity of the brake disc and increases the amount of thermal expansion. As a result, the warp of the brake disc may increase.

Therefore, an object of the present invention is to provide a railroad vehicle brake disc and a railroad vehicle disc brake capable of suppressing the occurrence of warpage and reducing the weight.

The present inventor has conducted various studies on the configuration of a brake disc capable of suppressing the occurrence of warpage and reducing the weight. Specifically, the present inventor focused on the shape of the fins provided on the back surface side (the above-mentioned rotating member side) of the brake disc, and conducted research.

As described above, conventionally, it is known that the bending of the brake disc may damage the fastening member for fixing the brake disc to the rotating member such as a wheel. For this reason, the present inventor initially considered proceeding with research on the structure of fins into which fastening members are inserted (hereinafter, referred to as fastening fins). However, various studies have been conducted on the structure of the fastening fins by researchers other than the present inventor.

Therefore, the present inventor describes the structure of a fin (hereinafter, referred to as a locking fin) in which a key groove for fitting a key for locking a brake disc and a rotating member (wheel or the like) is formed. Various studies were conducted. First, the present inventor investigated the relationship between the shape of the locking fins and the warp generated in the brake disc after cooling. Specifically, the present inventor has a brake disc having a configuration in which a portion outside the locking fin (outside in the radial direction of the brake disc) is cut from the conventional brake disc (hereinafter, the brake disc of the first shape). The mode of occurrence of warpage was investigated. Further, the present inventor describes a brake disc (hereinafter referred to as a second-shaped brake disc) having a configuration in which the inner side (inner side in the radial direction of the brake disc) of the locking fin is cut from the conventional brake disc. ), The mode of warpage was investigated. As a result, it was found that the brake disc of the first shape can effectively suppress the occurrence of warpage than the brake disc of the second shape.

From the above investigation results, the present inventor examined to reduce the volume of the locking fin by scraping the outer portion of the locking fin in order to suppress the warp of the brake disc while reducing the weight of the brake disc. However, when the outer portion of the locking fin is scraped, the contact area between the portion of the locking fin outside the keyway and the rotating member (wheel or the like) becomes smaller. As a result of further research by the present inventor, a sufficient frictional force is provided between the locking fin and the rotating member outside the keyway when braking a railway vehicle by reducing the contact area as described above. It turns out that it may not be possible to generate it. In this case, the portion of the locking fin outside the keyway is likely to slide with respect to the rotating member. As a result, it was found that a large force is generated between the outer part of the locking fin and the key, and the key is easily damaged. The outer portion of the locking fin has a higher speed in the circumferential direction than the inner portion. Therefore, particularly when the outer portion of the locking fin becomes easy to slide with respect to the rotating member, a large force is applied to the key from the outer portion of the locking fin, and the key is easily damaged.

Therefore, the present inventor has further studied a configuration for reducing the load applied to the key when braking the vehicle. Then, the present inventor appropriately sets the position of the fastening member in the radial direction of the brake disc, so that even if the outer portion of the locking fin is scraped, the portion of the locking fin outside the keyway can be used. It has been found that a sufficient frictional force can be generated between the rotating member and the rotating member. The present invention has been made based on the above findings, and the following brake discs for railway vehicles and disc brakes for railway vehicles are the gist of the present invention.

(1) An annular brake disc fixed to a disk-shaped rotating member that rotates integrally with an axle in a railroad vehicle.
The ring-shaped body and
A sliding portion that protrudes from the main body portion toward one side in the axial direction of the brake disc and has an annular sliding surface at the end portion on the one side.
A plurality of fins projecting from the main body toward the other side in the axial direction and extending radially with respect to the center of the brake disc when viewed from the axial direction are provided.
The plurality of fins have a plurality of fastening fins having through holes for inserting fastening members, and a plurality of engagement fins having a key groove recessed from the other end in the axial direction toward one side in the axial direction. Including stop fins
A contact surface that comes into contact with the rotating member when the brake disc is fixed to the rotating member is provided around the keyway at the other end of the locking fin.
A brake disc for a railroad vehicle in which the distance from the center of the brake disc to the center of the through hole in the radial direction of the brake disc is larger than the distance from the center of the brake disc to the center of the contact surface.

(2) In the radial direction, the outer edge of the sliding surface is located outside the outer edge of the contact surface, the inner edge of the sliding surface is located inside the inner edge of the contact surface, and the sliding surface is located. The brake disc for a railroad vehicle according to (1) above, wherein the distance between the outer edge of the contact surface and the outer edge of the contact surface is larger than the distance between the inner edge of the sliding surface and the inner edge of the contact surface.

(3) In the radial direction, the distance between the outer edge of the contact surface and the outer edge of the key groove is smaller than the distance between the inner edge of the contact surface and the inner edge of the key groove, according to (1) or (2) above. Brake discs for railroad vehicles listed.

(4) In the radial direction, the distance from the center of the brake disc to the inner edge of the sliding surface is L1, the distance from the center to the outer edge of the sliding surface is L2, and the distance from the center to the inner edge of the contact surface is L2. When the distance to is D1 and the distance from the center to the outer edge of the contact surface is D2, the following equations (i), (ii) and (iii) are satisfied from the above (1). The brake disc for a railroad vehicle according to any one of (3).
0.08 ≦ (D1-L1) / (L2-L1) ≦ 0.25 ・ ・ ・ (i)
0.25 <(L2-D2) / (L2-L1) ≤ 0.47 ... (ii)
(D2-D1) / (L2-L1) <0.5 ... (iii)
However, the distance D1 is larger than the distance L1, and the distance L2 is larger than the distance D2.

(5) When viewed from the axial direction, the through holes of the plurality of fastening fins are arranged on the circumference of a virtual circle centered on the center of the brake disc.
The radial distance from the center of the brake disc to the inner edge of the sliding surface is L1, and the radial distance from the center of the brake disc to the outer edge of the sliding surface is L2. When the distance from the center of the disk to the outer edge of the contact surface in the radial direction is D2 and the radius of the virtual circle is R, the relationship of the following equation (iv) is satisfied from (1) to (1). The brake disc for a railroad vehicle according to any one of 4).
(D2-R) / (L2-L1) <0.25 ... (iv)
However, the distance D2 is larger than the radius R.

(6) A disc brake for railway vehicles provided with the brake disc according to any one of (1) to (5) above.

According to the present invention, it is possible to suppress the occurrence of warpage in a brake disc for a railway vehicle, and it is possible to reduce the weight of the brake disc.

FIG. 1 is a schematic view showing a disc brake for a railway vehicle according to the present embodiment. FIG. 2 is a schematic view showing a brake disc for a railway vehicle according to the present embodiment. FIG. 3 is an end view showing a brake disc for a railway vehicle according to the present embodiment.

Hereinafter, a brake disc for a railroad vehicle and a disc brake provided with the brake disc according to the embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic view showing a railroad vehicle disc brake according to the present embodiment, FIG. 2 is a schematic view showing a railroad vehicle brake disc according to the present embodiment, and FIG. 3 is a schematic view showing the present embodiment. It is an end view which shows the brake disc for a railroad vehicle. In FIG. 2, (a) is a front view showing a 1/4 area of the brake disc in the circumferential direction, and (b) is a rear view showing a 1/4 area of the brake disc in the circumferential direction. .. Further, in FIGS. 1 and 3, the end face of the brake disc at the I-I line cutting portion of FIG. 2B is shown.

With reference to FIG. 1, the rail vehicle disc brake 100 (hereinafter abbreviated as disc brake 100) includes a pair of brake discs 10 and a pair of brake linings 12. The pair of brake discs 10 are fixed to the rotating member 102 so as to sandwich the hollow disk-shaped rotating member 102 fixed to the axle 101 of a railway vehicle (not shown). The brake disc 10 and the rotating member 102 are provided so as to rotate integrally with the axle 101 and coaxially with the axle 101. In this embodiment, the rotating member 102 is a wheel. Therefore, in this embodiment, the brake disc 10 is a wheel mounted disc that is directly mounted on the wheel. In the following, the rotating member 102 will be referred to as a wheel 102.

The pair of brake linings 12 are provided on the outside of the pair of brake discs 10 in the axial direction of the wheels 102. In this embodiment, the brake lining 12 can be moved in the axial direction of the wheels 102 by a brake caliper (not shown). As a result, the brake lining 12 (friction member) can be pressed against the sliding surface 16a described later of the brake disc 10, and a braking force can be generated. As the wheel 102, the brake lining 12, and the brake caliper, various known wheels, the brake lining, and the brake caliper can be used, and thus detailed description thereof will be omitted.

With reference to FIGS. 1 to 3, the brake disc 10 has a main body portion 14, a sliding portion 16, a plurality of fastening fins 18, and a plurality of locking fins 20. Note that FIG. 2 shows a part of the virtual circle 50 as a alternate long and short dash line, and FIG. 3 shows the position of the virtual circle 50 in the radial direction of the brake disc 10 as a alternate long and short dash line. The circumference of the virtual circle 50 passes through the center of each through hole 60 described later when viewed from the axial direction of the brake disc 10. In other words, when viewed from the axial direction of the brake disc 10, each of the plurality of through holes 60 is formed so that the center thereof is located on the circumference of the virtual circle 50. When viewed from the axial direction of the brake disc 10, the center of the virtual circle 50 coincides with the center 10a of the brake disc 10 (the center of the main body 14). Further, the center 10a coincides with the rotation center of the brake disc 10. In the following description, the axial direction of the brake disc 10 is simply referred to as the axial direction. Further, the radial direction of the brake disc 10 is simply described as the radial direction.

The main body 14 has an annular shape. The sliding portion 16 projects from the main body portion 14 toward one side in the axial direction. The sliding portion 16 has an annular sliding surface 16a at one end in the axial direction. The sliding surface 16a is formed substantially perpendicular to the axial direction. The sliding surface 16a is a surface on which the brake lining 12 is pressed in order to generate a braking force in the disc brake 100.

The fastening fins 18 and the locking fins 20 each project from the main body 14 toward the other side in the axial direction. The fastening fin 18 and the locking fin 20 each function as a heat radiating unit. In the present embodiment, the plurality of fastening fins 18 and the plurality of locking fins 20 are formed so as to extend radially with respect to the center 10a of the brake disc 10 when viewed from the axial direction. In other words, the plurality of fastening fins 18 and the plurality of locking fins 20 are each formed so as to extend in the radial direction when viewed from the axial direction.

The plurality of fastening fins 18 and the plurality of locking fins 20 are provided so as to be arranged alternately at intervals in the circumferential direction of the brake disc 10. In this embodiment, 12 fastening fins 18 and 12 locking fins 20 are provided so as to be arranged alternately. The number of fastening fins 18 and locking fins 20 is not limited to the example shown in FIG. 2, and the number of fastening fins 18 and the number of locking fins 20 may each be less than 12, and may be 13 or more. There may be.

A plurality of through holes 60 penetrating the brake disc 10 in the axial direction are formed at intervals in the circumferential direction of the brake disc 10. Each through hole 60 is formed so as to pass through the fastening fin 18. The through hole 60 is formed for inserting a fastening member (bolt or the like) (not shown) for fixing the brake disc 10 to the wheel 102.

Each locking fin 20 is formed with a key groove 20a that is recessed from the end on the other side in the axial direction toward one side in the axial direction. With reference to FIG. 1, the key 70 attached to the wheel 102 is fitted into the keyway 20a. As a result, the brake disc 10 and the wheels 102 are locked to each other via the key 70 in the circumferential direction of the brake disc 10. As the configuration for attaching the key 70 and the key 70 to the wheel 102, various known configurations can be adopted, so detailed description thereof will be omitted.

With reference to FIGS. 1 to 3, at the other end of each locking fin 20 in the axial direction, a contact surface 20b substantially perpendicular to the axial direction is formed around the key groove 20a. In the present embodiment, the contact surface 20b has a ring shape so as to surround the key groove 20a when viewed from the axial direction. With reference to FIG. 1, the contact surface 20b is a surface that comes into contact with the wheel 102 when the brake disc 10 is fixed to the wheel 102.

With reference to FIG. 3, in the radial direction, the outer edge of the sliding surface 16a is located outside the outer edge of the contact surface 20b, and the inner edge of the sliding surface 16a is located inside the inner edge of the contact surface 20b. .. In the present embodiment, by reducing the volume of the outer portion of the locking fin 20 in the radial direction, it is possible to reduce the weight of the brake disc 10 and suppress the warp of the brake disc 10. Specifically, for example, in the radial direction, the distance between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b is set to be larger than the distance between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b. Further, for example, in the radial direction, the distance between the outer edge of the contact surface 20b and the outer edge of the key groove 20a is set to be smaller than the distance between the inner edge of the contact surface 20b and the inner edge of the key groove 20a.

With reference to FIGS. 2 and 3, in the present embodiment, the distance from the center 10a of the brake disc 10 to the center of each through hole 60 in the radial direction is the contact between the center 10a of the brake disc 10 and the locking fin 20. It is larger than the distance to the center of the surface 20b (the center of the outer edge and the inner edge of the contact surface 20b in the radial direction). In other words, in the radial direction, the circumference of the virtual circle 50 is located outside the center of the contact surface 20b.

In the present embodiment, as described above, the center of each through hole 60 is located outside the center of the contact surface 20b in the radial direction. In this case, even if the area of the contact surface 20b outside the key groove 20a in the radial direction is reduced, the fastening member inserted into each through hole 60 allows the outer portion of the contact surface 20b to be pressed with sufficient force. It can be brought into contact with 102. That is, even when the volume of the portion of the locking fin 20 that is radially outer of the key groove 20a is reduced, a sufficient frictional force can be generated between the outer portion of the locking fin 20 and the wheel 102. As a result, it is possible to sufficiently prevent the portion of the locking fin 20 outside the key groove 20a from sliding with respect to the wheel 102. As a result, it is possible to suppress the generation of a large force between the outer portion of the locking fin 20 and the key 70 when braking the railway vehicle, and it is possible to prevent the key 70 from being damaged.

In the present embodiment, the brake disc 10 is preferably configured to satisfy the following relationships of the equations (i), (ii) and (iii). With reference to FIG. 3, in the following equation, L1 is the radial distance from the center 10a (see FIG. 2) of the brake disc 10 to the inner edge of the sliding surface 16a, and L2 is the sliding surface from the center 10a. The radial distance to the outer edge of 16a. Further, D1 is a radial distance from the center 10a to the inner edge of the contact surface 20b, and D2 is a radial distance from the center 10a to the outer edge of the contact surface 20b. Further, the distance D1 is larger than the distance L1, and the distance L2 is larger than the distance D2.
0.08 ≦ (D1-L1) / (L2-L1) ≦ 0.25 ・ ・ ・ (i)
0.25 <(L2-D2) / (L2-L1) ≤ 0.47 ... (ii)
(D2-D1) / (L2-L1) <0.5 ... (iii)

In the present embodiment, the brake disc 10 satisfies the relationship of the above equations (i) and (ii), so that the distance (L2-D2) in the radial direction between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b). Can be made larger than the distance (D1-L1) between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b. Specifically, the radial distance (L2-D2) between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b is calculated from 1/4 of the radial length (L2-L1) of the sliding surface 16a. Also, the distance (D1-L1) between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b is 1/4 of the radial length (L2-L1) of the sliding surface 16a. It can be: Further, when the brake disc 10 satisfies the relationship of the above equation (iii), the radial length (D2-D1) of the contact surface 20b is changed to the radial length (L2-L1) of the sliding surface 16a. Can be less than 1/2 of. As a result, even when the brake disc 10 is repeatedly heated and cooled, it is possible to suppress the occurrence of warpage in the outer peripheral portion of the brake disc 10. Further, the volume of the brake disc 10 can be reduced as compared with the conventional brake disc. As a result, the weight of the brake disc 10 can be reduced while suppressing the occurrence of warpage of the brake disc 10.

Further, in the present embodiment, the brake disc 10 preferably satisfies the relationship of the following equation (iv). In the following equation (iv), R is the radius of the virtual circle 50. Further, the distance D2 is larger than the radius R.
(D2-R) / (L2-L1) <0.25 ... (iv)

By satisfying the relationship of the above equation (iv), it is possible to sufficiently reduce the weight of the brake disc 10 while suppressing the occurrence of warpage in the outer peripheral portion of the brake disc 10.

In the above-described embodiment, at least one of the key groove 20a and the through hole 60 is formed in each fin, but in any one of the plurality of fins, the key groove and the through hole are formed. May not be formed.

In the above-described embodiment, the case where the brake disc 10 is a side disc has been described, but the brake disc 10 may be an axle mounted disc. Specifically, the brake disc 10 may be fixed to a disk-shaped rotating member (disc body) fixed to the axle 101 separately from the wheels. Like the wheels, the disc body is provided so as to rotate integrally with the axle 101 and coaxially with the axle 101. When the brake disc 10 is a shaft mount disc, the brake disc 10 is attached to the disc body by using a fastening member and a key as in the case of the side disc. In addition, in this specification, a disk-shaped rotating member means a rotating member having a disk-shaped portion for fixing a brake disc. Therefore, as in the wheel 102 shown in FIG. 1, tubular portions may be provided on the inner peripheral portion and the outer peripheral portion of the rotating member.

According to the present invention, it is possible to suppress the occurrence of warpage in a brake disc for a railway vehicle, and it is possible to reduce the weight of the brake disc.

10 Brake disc 10a Center 12 Brake lining 14 Main body 16 Sliding part 16a Sliding surface 18 Fastening fin 20 Locking fin 20a Key groove 20b Contact surface 50 Virtual circle 60 Through hole 70 Key 100 Disc brake 101 Axle 102 Rotating member

Claims (6)

An annular brake disc that is fixed to a disc-shaped rotating member that rotates integrally with the axle in a railroad vehicle.
The ring-shaped body and
A sliding portion that protrudes from the main body portion toward one side in the axial direction of the brake disc and has an annular sliding surface at the end portion on the one side.
A plurality of fins projecting from the main body toward the other side in the axial direction and extending radially with respect to the center of the brake disc when viewed from the axial direction are provided.
The plurality of fins have a plurality of fastening fins having through holes for inserting fastening members, and a plurality of engagement fins having a key groove recessed from the other end in the axial direction toward one side in the axial direction. Including stop fins
A contact surface that comes into contact with the rotating member when the brake disc is fixed to the rotating member is provided around the keyway at the other end of the locking fin.
A brake disc for a railroad vehicle in which the distance from the center of the brake disc to the center of the through hole in the radial direction of the brake disc is larger than the distance from the center of the brake disc to the center of the contact surface. In the radial direction, the outer edge of the sliding surface is located outside the outer edge of the contact surface, the inner edge of the sliding surface is located inside the inner edge of the contact surface, and the outer edge of the sliding surface. The brake disc for a railroad vehicle according to claim 1, wherein the distance from the outer edge of the contact surface is larger than the distance between the inner edge of the sliding surface and the inner edge of the contact surface. The railroad vehicle brake according to claim 1 or 2, wherein in the radial direction, the distance between the outer edge of the contact surface and the outer edge of the key groove is smaller than the distance between the inner edge of the contact surface and the inner edge of the key groove. disk. In the radial direction, the distance from the center of the brake disc to the inner edge of the sliding surface is L1, the distance from the center to the outer edge of the sliding surface is L2, and the distance from the center to the inner edge of the contact surface. Is D1, and when the distance from the center to the outer edge of the contact surface is D2, any one of claims 1 to 3 satisfying the relationships of the following equations (i), (ii) and (iii). Brake discs for railroad vehicles as described in.
0.08 ≦ (D1-L1) / (L2-L1) ≦ 0.25 ・ ・ ・ (i)
0.25 <(L2-D2) / (L2-L1) ≤ 0.47 ... (ii)
(D2-D1) / (L2-L1) <0.5 ... (iii)
However, the distance D1 is larger than the distance L1, and the distance L2 is larger than the distance D2. When viewed from the axial direction, the through holes of the plurality of fastening fins are arranged on the circumference of a virtual circle centered on the center of the brake disc.
The radial distance from the center of the brake disc to the inner edge of the sliding surface is L1, and the radial distance from the center of the brake disc to the outer edge of the sliding surface is L2. Claims 1 to 4 satisfy the relationship of the following equation (iv) when the distance from the center of the disk to the outer edge of the contact surface in the radial direction is D2 and the radius of the virtual circle is R. Brake discs for railroad vehicles listed in either.
(D2-R) / (L2-L1) <0.25 ... (iv)
However, the distance D2 is larger than the radius R. A disc brake for a railroad vehicle, comprising the brake disc according to any one of claims 1 to 5.

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