WO2014038621A1 - 鉄道車両用ブレーキディスク - Google Patents

鉄道車両用ブレーキディスク Download PDF

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Publication number
WO2014038621A1
WO2014038621A1 PCT/JP2013/073914 JP2013073914W WO2014038621A1 WO 2014038621 A1 WO2014038621 A1 WO 2014038621A1 JP 2013073914 W JP2013073914 W JP 2013073914W WO 2014038621 A1 WO2014038621 A1 WO 2014038621A1
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WIPO (PCT)
Prior art keywords
fin
brake disc
fin portion
groove
region
Prior art date
Application number
PCT/JP2013/073914
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
裕 野上
豪 安達
阿佐部　和孝
坂口　篤司
憲司 田村
加藤　孝憲
Original Assignee
新日鐵住金株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 新日鐵住金株式会社 filed Critical 新日鐵住金株式会社
Priority to CN201380045268.0A priority Critical patent/CN104603491B/zh
Priority to IN1555DEN2015 priority patent/IN2015DN01555A/en
Priority to JP2014534404A priority patent/JP5924413B2/ja
Priority to US14/422,853 priority patent/US9400024B2/en
Priority to GB1503060.4A priority patent/GB2519896B/en
Publication of WO2014038621A1 publication Critical patent/WO2014038621A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/123—Discs; Drums for disc brakes comprising an annular disc secured to a hub member; Discs characterised by means for mounting
    • F16D65/124—Discs; Drums for disc brakes comprising an annular disc secured to a hub member; Discs characterised by means for mounting adapted for mounting on the wheel of a railway vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/0006—Noise or vibration control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/128—Discs; Drums for disc brakes characterised by means for cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/78—Features relating to cooling
    • F16D65/84—Features relating to cooling for disc brakes
    • F16D65/847—Features relating to cooling for disc brakes with open cooling system, e.g. cooled by air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/1304—Structure
    • F16D2065/1328—Structure internal cavities, e.g. cooling channels

Definitions

  • the present invention relates to a brake disk that is a key part of a braking device in a railway vehicle, and more particularly, to a railway vehicle brake disk in which a disk portion serving as a sliding surface is fastened to a wheel by a bolt.
  • disc brakes with excellent braking performance are frequently used as the speed and size of vehicles increase.
  • the disc brake is attached to the wheel by fastening the brake disc with a bolt, and braking force due to frictional resistance is generated by pressing the brake lining against the sliding surface, thereby braking the rotation of the wheel and Control the speed.
  • FIG. 1 is a diagram schematically showing a structure for mounting a general brake disk for a railway vehicle to a wheel.
  • FIG. 1 (a) is a plan view of a 1/4 circle portion in a surface view.
  • (B) shows sectional drawing along the radial direction of the semicircle part, respectively.
  • 2A and 2B are schematic views showing the configuration of a conventional brake disc for a railway vehicle, in which FIG. 2A is a partial perspective view seen from the back side, and FIG. 2B is a partial plan view seen from the back side.
  • (C) shows a partial cross-sectional view along the radial direction.
  • the brake disc 1 includes a donut-shaped disk portion 2 having a surface 2a side as a sliding surface.
  • a plurality of fin portions 3 are radially provided on the rear surface 2 b of the disk portion 2. Some of the plurality of fin portions 3 are formed with bolt holes 4 penetrating to the disc portion 2 at substantially the center position in the radial direction.
  • the wheel 10 includes a boss portion 11 into which an axle is press-fitted, a rim portion 12 including a tread surface that comes into contact with a rail, and a plate portion 13 that connects these.
  • the brake disc 1 is disposed so as to sandwich the plate portion 13 of the wheel 10 with the two surfaces as a set with the individual surfaces 2a facing outward, and bolts 15 are inserted into the respective bolt holes 4 so that each bolt 15 The nut 16 is tightened. Thereby, the brake disc 1 is attached to the wheel 10 in a state in which the front end surface 3a of the fin portion 3 is in pressure contact with the plate portion 13 of the wheel 10 over the entire radial direction.
  • the brake disk 1 rotates together with the wheels 10 at a high speed during traveling. Accordingly, the air around the brake disc 1 is placed between the brake disc 1 and the wheel 10, that is, in a space surrounded by the disc portion 2 and the fin portion 3 of the brake disc 1 and the plate portion 13 of the wheel 10. The air is sucked in from the inner peripheral side and discharged from the outer peripheral side (see the solid line arrow in FIG. 2). In short, an air gas flow is generated between the brake disc 1 and the wheel 10 while the railway vehicle is traveling. This gas flow becomes significant at high speeds exceeding 300 km / h, and induces a noise called aerodynamic sound. For this reason, reduction of aerodynamic sound is required for environmental considerations.
  • Patent Document 1 discloses a brake disk in which a rib is added along the circumferential direction between adjacent fin portions and the gas flow is suppressed by the rib. . According to the brake disc disclosed in this document, aerodynamic sound can be reduced to a desired level. However, with the suppression of the gas flow by the ribs, the problem that the cooling performance of the brake disk is reduced during braking becomes obvious.
  • the present invention has been made in view of the above problems, and can reduce aerodynamic noise during high-speed traveling, improve cooling performance during braking, and improve durability including fastening bolts.
  • An object of the present invention is to provide a brake disk for a railway vehicle.
  • the inventors of the present invention have provided the brake disc shown in FIG. 2 as a brake disc, that is, a disc portion having a front surface side as a sliding surface and a rear surface of the disc portion.
  • a plurality of fin portions, a disc portion and a bolt hole penetrating the fin portion, and the disc portion is a wheel in a state where the fin portion is pressed against the plate portion of the wheel by fastening with a bolt inserted through the bolt hole.
  • FIG. 3 is a cross-sectional view schematically showing exaggerated deformation behavior due to thermal expansion during braking in a conventional brake disc.
  • the brake disc 1 generates heat due to friction caused by sliding with the brake lining, so that the disk portion 2 and the fin portion 3 are thermally expanded in the radial direction.
  • the fin portion 3 is in pressure contact with the plate portion 13 of the wheel 10 over the entire radial direction, the thermal expansion of the fin portion 3 in the radial direction is restricted.
  • the brake disc 1 is deformed into an arch shape with the end on the inner peripheral side and the end on the outer peripheral side of the tip surface 3a of the fin portion 3 as fulcrums.
  • the fastening bolt 15 is loaded with a tensile stress and further with a bending stress.
  • the brake disk 1 repeats thermal expansion during braking and contraction due to cooling after braking, and thus plastically deforms into a warped state.
  • the fin portion is arranged in the radial direction of the disk portion without newly installing a rib like the brake disc disclosed in Patent Document 1. It is preferable to form a groove along the circumferential direction in at least one of the region on the inner peripheral side and the region on the outer peripheral side with respect to the bolt hole. Furthermore, it is preferable to form grooves along the circumferential direction in the inner peripheral region and the outer peripheral region.
  • the present invention has been completed based on the knowledge shown in the above (a) to (d), and the gist thereof is the following brake disc for railway vehicles.
  • the brake disk for a railway vehicle includes a donut-shaped disk portion having a sliding surface on the front side, a plurality of fin portions projecting radially on the back surface of the disk portion, and the disk And a bolt hole penetrating the fin portion, and the disc portion is attached to the wheel in a state in which the fin portion is pressed against the wheel plate portion by fastening with a bolt inserted through the bolt hole.
  • a brake disc for a vehicle wherein the fin portion has a circumferential direction in at least one of a region on an inner peripheral side and a region on an outer peripheral side with respect to the bolt hole as viewed in a radial direction of the disk portion.
  • a groove is formed along.
  • the outer peripheral surface of the groove is preferably a flat surface or a concave surface.
  • the groove is formed in the fin portion along the circumferential direction in the inner peripheral region and the outer peripheral region.
  • the ratio h / H between the depth h of the groove and the height H of the fin portion is preferably in the range of 0.2 to 0.8.
  • the circumferential width of the outer peripheral side region of the fin portion is larger than the circumferential width of the inner peripheral region.
  • the brake disc for a railway vehicle includes a donut-shaped disc portion having a sliding surface on the front side, a plurality of fin portions projecting radially on the back surface of the disc portion, and the disc portion. And a bolt hole penetrating the fin portion, and the disc portion is attached to the wheel in a state in which the fin portion is pressed against the wheel plate portion by fastening with a bolt inserted through the bolt hole.
  • a brake disc for a vehicle wherein a groove is formed in the fin portion along a circumferential direction in a radially inner region and an outer peripheral region sandwiching the bolt hole therebetween.
  • the groove is formed along the circumferential direction in the fin portion in which the bolt hole is formed, aerodynamic noise can be reduced during high-speed running, The cooling performance of the brake disc during braking can be improved, and the durability of the brake disc including the fastening bolts can be improved.
  • FIG. 1 It is a figure which shows typically the attachment structure to the wheel of the brake disk for general railway vehicles
  • the figure (a) is a top view in the surface view of a 1/4 circle part
  • the figure (b) Sectional drawing along the radial direction of a semicircle part is each shown.
  • the same figure (a) is the fragmentary perspective view seen from the back side
  • the figure (b) is the fragmentary top view in the reverse view,
  • the figure (C) shows partial sectional views along the radial direction. It is sectional drawing which exaggerates and shows the deformation
  • FIG. 1 It is a schematic diagram which shows an example of a structure of the brake disk for railway vehicles which is 2nd Embodiment of this invention, Comprising:
  • the same figure (a) is the fragmentary perspective view seen from the back surface side,
  • the same figure (b) is back view.
  • (C) shows a partial cross-sectional view along the radial direction. It is a figure which shows the influence which the depth of the groove
  • FIG. 1 It is a schematic diagram which shows an example of a structure of the brake disk for railway vehicles which is 3rd Embodiment of this invention, Comprising:
  • the figure (a) is the fragmentary perspective view seen from the back surface side,
  • the figure (b) is a back view.
  • (C) shows a partial cross-sectional view along the radial direction. It is a figure which shows the influence which the width
  • FIG. 1 is a schematic diagram which shows an example of a structure of the brake disk for railway vehicles which is 1st Embodiment of this invention, Comprising:
  • the figure (a) is the fragmentary perspective view seen from the back surface side,
  • the figure (b) is a back view.
  • (C) shows a partial cross-sectional view along the radial direction.
  • a brake disk for a railway vehicle includes a donut-shaped disc portion having a sliding surface on the front side, a plurality of fin portions projecting radially on the back surface of the disc portion, the disc portion, and And a bolt hole penetrating the fin portion, and the disc portion is attached to the wheel in a state where the fin portion is pressed against the wheel plate portion by fastening with a bolt inserted through the bolt hole.
  • a brake disc wherein the fin portion has a circumferential direction along at least one of an inner peripheral region and an outer peripheral region with respect to the bolt hole as viewed in the radial direction of the disc portion. A groove is formed.
  • the groove may be formed along the circumferential direction only in the region on the inner peripheral side of the fin portion, and the groove is formed along the circumferential direction only in the region on the outer peripheral side of the fin portion.
  • a groove may be formed along the circumferential direction in both the inner peripheral region and the outer peripheral region of the fin portion.
  • a mode in which grooves are formed in both regions along the circumferential direction is the second embodiment, and the circumferential width of the outer peripheral region of the fin portion is larger than the circumferential width of the inner peripheral region.
  • the railway vehicle disc brake may be simply referred to as a disc brake.
  • FIG. 9 is a schematic diagram showing an example of the configuration of a railcar brake disk according to the first embodiment of the present invention.
  • FIG. 9A is a partial perspective view seen from the back side, and FIG. ) Shows a partial plan view in back view, and
  • FIG. 10C shows a partial cross-sectional view along the radial direction.
  • FIGS. 9A and 9B a 1/12 circle portion of the brake disk is representatively shown.
  • the brake disc 1 of the first embodiment includes a donut-shaped disc portion 2 having a surface 2a side as a sliding surface.
  • a plurality of fin portions 3 are radially provided on the rear surface 2 b of the disk portion 2. Some of the plurality of fin portions 3 are formed with bolt holes 4 penetrating to the disc portion 2 at substantially the center position in the radial direction.
  • a groove 5b is formed along the circumferential direction in a region on the outer peripheral side of the bolt hole 4 when viewed in the radial direction of the disc portion 2. Further, the same groove 5d is formed on the same circumference as the groove 5b in the fin portion 3 where the bolt hole 4 is not formed.
  • the brake disc 1 having such a configuration is arranged so as to sandwich the plate portion 13 of the wheel 10 with the two surfaces as a set and with the individual surfaces 2 a facing outward.
  • Bolts 15 are inserted into the holes 4, and nuts 16 are fastened to the bolts 15.
  • the brake disc 1 is attached to the wheel 10 in a state in which the front end surface 3a of the fin portion 3 is in pressure contact with the plate portion 13 of the wheel 10 except for the region where the grooves 5b and 5d are formed.
  • the groove 5b is formed along the circumferential direction in the fin portion 3 in which the bolt hole 4 is formed, the corner portion of the groove 5b and the outer peripheral side of the groove 5b.
  • the surface 20 becomes a pressure loss part of the gas flow.
  • gas_flowing amount of the air which flows through the space where a gas flow arises reduces, As a result, aerodynamic sound can be reduced during high-speed driving
  • the pressure loss portion is formed extensively by the grooves 5b along the circumferential direction, it is possible to sufficiently ensure the area of the pressure loss portion where the heat transfer with the gas becomes high, and as a result, The cooling performance of the brake disc 1 during braking can be improved.
  • the groove 5b is formed along the circumferential direction in the fin portion 3 in which the bolt hole 4 is formed, the heat expansion and contraction in the radial direction of the fin portion 3 can be allowed by the groove 5b. For this reason, the restraint on the thermal expansion of the fin portion 3 is eased during braking, and the deformation accompanying the thermal expansion of the brake disk 1 is reduced. Therefore, the stress load on the fastening bolt and the brake disk 1 is reduced. As a result, the durability of the brake disk 1 including the fastening bolt can be improved.
  • channel 5b should just be formed in the fin part 3, without newly installing a rib like the brake disc disclosed by the said patent document 1, a structure is easy. And has the advantage of excellent manufacturability. Further, by forming the groove 5b in the fin portion 3, the weight of the brake disk 1 can be reduced.
  • grooves are formed in the fin portion along the circumferential direction in a region on the outer peripheral side of the bolt hole when viewed in the radial direction of the disk portion, but the present invention is not limited to this. Instead, a groove may be formed in the fin portion along the circumferential direction in a region on the inner peripheral side of the bolt hole when viewed in the radial direction of the disk portion. Even in the case where grooves are formed along the circumferential direction in the region on the inner peripheral side of the fin portion, the same effect as described above can be obtained.
  • the areas where the grooves are formed are the inner peripheral area and the outer peripheral area of the fin section. Any of the areas may be used.
  • the brake disk when the brake disk includes a fin portion in which a bolt hole is formed and a fin portion in which the bolt hole is not formed, a groove is formed along the circumferential direction at least in the fin portion in which the bolt hole is formed. It only has to be. Especially, it is preferable that the groove
  • the shape of the groove formed in the fin portion is not particularly limited. Especially, since the surface of the outer peripheral side of a groove
  • the outer peripheral surface of the groove is a flat surface or a concave surface
  • a surface facing the gas flow direction is easily formed, and the corner of the groove is easily formed on the outer peripheral surface of the groove. Can be secured sufficiently.
  • the surface on the outer peripheral side of the groove is a concave surface
  • the surface facing the gas flow direction can be increased, and the pressure loss portion can be increased. Therefore, aerodynamic noise during high speed traveling can be further reduced, and the brake disk cooling performance during braking can be further improved.
  • the concave surface refers to a surface having a concave shape toward the outer peripheral side of the disk portion
  • the convex surface refers to a surface having a convex shape toward the inner peripheral side of the disk portion.
  • the inner peripheral surface of the groove may be any one of a flat surface, a concave surface, and a convex surface.
  • the corner portion of the groove that is likely to cause pressure loss is likely to be formed as in the case described above.
  • the concave surface refers to a surface having a concave shape toward the inner peripheral side of the disk portion
  • the convex surface refers to a surface having a convex shape toward the outer peripheral side of the disk portion.
  • the circumferential width t2 of the outer peripheral side region of the fin portion 3 is formed. Is preferably larger than the diameter of the bolt hole 4. Since the circumferential length of the groove 5b formed in the region on the outer peripheral side of the fin portion 3 is increased, the pressure loss portion is enlarged. For this reason, aerodynamic noise during high-speed traveling can be reduced, and the cooling performance of the brake disc 1 during braking can be improved.
  • a groove is formed along the circumferential direction in a region on the inner peripheral side of the fin portion, a circle in a region on the inner peripheral side of the fin portion 3 as shown in FIG. It is preferable that the circumferential width t1 is larger than the diameter of the bolt hole 4. In this case, the same effect as described above can be obtained.
  • the depths h of the grooves 5b and 5d in the direction from the front end surface 3a of the fin portion 3 to the back surface 2b of the disc portion 2 may be the same or different. .
  • the depth of the grooves 5b and 5d in the direction from the front end surface 3a of the fin portion 3 to the back surface 2b of the disk portion 2 is h
  • the back surface of the disk portion 2 is
  • the ratio h / H between the depth h of the grooves 5b and 5d and the height H of the fin portion 3 is 0.2. It is preferably within the range of 0.8. More preferably, it is within the range of 0.4 to 0.8. This is because if the ratio h / H is within the above range, the air flow rate is small, the heat radiation amount is large, the aerodynamic sound level is low, and the cooling performance is excellent.
  • a groove is formed in the fin portion along the circumferential direction in a region on the outer peripheral side of the bolt hole when viewed in the radial direction of the disk portion.
  • the ratio h / H of the groove depth h to the fin height H is preferably within the above range. .
  • the radial width w2 of the grooves 5b and 5d formed in the fin portion 3 may be the same or different.
  • the ratio w2 / W of the radial width w2 of the grooves 5b and 5d and the total length W in the radial direction of the tip surface 3a of the fin portion 3 is 0.05 or more. This is because if the ratio w2 / W is in the above range, the air flow rate is small, the heat radiation amount is large, the aerodynamic sound level is low, and the cooling performance is excellent. Further, the upper limit of the ratio w2 / W is preferably set to 0.3 or less in order to secure the reinforcing effect of the brake disc by the fin portion.
  • ⁇ Cast iron, cast steel, forged steel, aluminum, carbon, etc. can be used as the material of the brake disc.
  • FIG. 4 is a schematic diagram showing an example of the configuration of a brake disk for a rail vehicle that is a second embodiment of the present invention, in which FIG. 4 (a) is a partial perspective view seen from the back side, and FIG. ) Shows a partial plan view in back view, and FIG. 10C shows a partial cross-sectional view along the radial direction.
  • FIGS. 4A and 4B a 1/12 circle portion of the brake disk is representatively shown.
  • the brake disk 1 of the second embodiment includes a donut-shaped disk portion 2 having a surface 2a side as a sliding surface.
  • a plurality of fin portions 3 are radially provided on the rear surface 2 b of the disk portion 2. Some of the plurality of fin portions 3 are formed with bolt holes 4 penetrating to the disc portion 2 at substantially the center position in the radial direction.
  • the bolt hole 4 is seen in the radially inner region and the outer peripheral region sandwiching the bolt hole 4 therebetween, that is, in the radial direction of the disc portion 2.
  • Grooves 5a and 5b are formed along the circumferential direction in the inner peripheral region and the outer peripheral region.
  • the circumferential width t1 of the inner peripheral region and the circumferential width t2 of the outer peripheral region are equal.
  • grooves 5c and 5d similar to the grooves 5a and 5b are also formed in the fin portion 3 where the bolt holes 4 are not formed on the same circumference as the grooves 5a and 5b.
  • the brake disc 1 having such a configuration is arranged so as to sandwich the plate portion 13 of the wheel 10 with the two surfaces as a set with the individual surfaces 2a facing outward.
  • Bolts 15 are inserted into the holes 4, and nuts 16 are fastened to the bolts 15.
  • the brake disc 1 is attached to the wheel 10 in a state where the front end surface 3a of the fin portion 3 is in pressure contact with the plate portion 13 of the wheel 10 except for the region where the grooves 5a to 5d are formed.
  • the brake disc of the second embodiment has the same effect as the brake disc of the first embodiment.
  • the grooves are formed along the circumferential direction in both the inner peripheral region and the outer peripheral region of the fin portion, the above-described effects can be further enhanced.
  • the corner portions of these grooves 5a and 5b are formed.
  • the surface of the outer peripheral side of the grooves 5a and 5b is a pressure loss part of the gas flow.
  • gas_flowing amount of the air which flows through the space where a gas flow arises reduces, As a result, aerodynamic sound can be reduced during high-speed driving
  • the pressure loss portion is extensively formed by the grooves 5a and 5b along the circumferential direction, it is possible to sufficiently secure the area of the pressure loss portion where the heat transfer with the gas becomes high. As a result, the cooling performance of the brake disc 1 during braking can be improved.
  • the fin portions 3 are formed by these grooves 5a and 5b. It becomes possible to allow thermal expansion and contraction in the radial direction. For this reason, the restraint on the thermal expansion of the fin portion 3 is eased during braking, and the deformation accompanying the thermal expansion of the brake disk 1 is reduced. Therefore, the stress load on the fastening bolt and the brake disk 1 is reduced. As a result, the durability of the brake disk 1 including the fastening bolt can be improved.
  • the grooves 5a and 5b may be formed in the fin portion 3 without newly installing a rib like the brake disc disclosed in Patent Document 1. Has the advantage of being simple and excellent in manufacturability. Further, by forming the grooves 5 a and 5 b in the fin portion 3, the weight of the brake disk 1 can be reduced.
  • the preferable aspect in 2nd Embodiment is the same as the preferable aspect in the said 1st Embodiment. That is, when the brake disk includes a fin portion in which the bolt hole is formed and a fin portion in which the bolt hole is not formed, a groove is formed along the circumferential direction at least in the fin portion in which the bolt hole is formed. However, it is preferable that a groove is formed along the circumferential direction also in the fin portion in which the bolt hole is not formed.
  • the shape of the grooves 5a to 5d formed in the fin portion 3 is not particularly limited. Especially, it is preferable that the surface of the outer peripheral side of a groove
  • the inner peripheral surface of the groove may be any one of a flat surface, a concave surface, and a convex surface.
  • the circumferential width t1 of the inner circumferential region of the fin portion 3 and the circumferential width t2 of the outer circumferential region are larger than the diameter of the bolt hole 4. As shown in FIG. Is preferred. Since the circumferential length of the grooves 5a and 5b formed in the fin portion 3 is increased, the pressure loss portion is expanded. For this reason, aerodynamic noise during high-speed traveling can be reduced, and the cooling performance of the brake disc 1 during braking can be improved.
  • the depths h of the grooves 5a to 5d in the direction from the front end surface 3a of the fin portion 3 to the back surface 2b of the disc portion 2 may be the same or different. Good.
  • the depth of the grooves 5a to 5d in the direction from the front end surface 3a of the fin portion 3 to the back surface 2b of the disk portion 2 is h
  • the back surface of the disk portion 2 is
  • the height of the fin portion 3 from 2b to the tip end surface 3a of the fin portion 3 is H
  • the ratio h / H between the depth h of the grooves 5a to 5d and the height H of the fin portion 3 is 0.2. It is preferably within the range of 0.8. More preferably, it is within the range of 0.4 to 0.8. This is due to the following reason.
  • FIG. 5 is a diagram showing the influence of the groove depth in the fin portion on the air flow rate and the cooling performance.
  • the aeration amount displayed on the horizontal axis is obtained by thermal fluid analysis, and has a strong correlation with the aerodynamic sound level, and can therefore be treated as an aerodynamic sound level evaluation index. It means that the lower the air flow, the lower the aerodynamic sound level.
  • the heat dissipation amount displayed on the vertical axis is a thermal fluid analysis assuming the case of steady running at a speed of 360 km / h, and the resulting average heat transfer coefficient and surface area per brake disc are obtained. It can be used as an evaluation index of the cooling performance of the brake disc. It means that cooling performance is excellent, so that this heat dissipation amount is large.
  • Typical conditions of the brake disc model used for the analysis are as follows.
  • ⁇ Material Forged steel
  • Inner diameter of disk part 417 mm
  • outer diameter of disk part 715 mm
  • Total height from the sliding surface of the disc to the tip of the fin 45mm -Fastening with bolts: Twelve bolt holes centered on the same circle with a diameter of 560 mm are formed at equiangular intervals, and bolts are inserted into the bolt holes to fasten the brake disc and the wheel.
  • the ratio h / H was changed to 0 (no groove), 0.1, 0.2, 0.4, 0.6, 0.8 and 1.0.
  • the radial width of the inner circumferential grooves 5a and 5c formed in the fin portion 3 is w1
  • the radial width of the outer circumferential grooves 5b and 5d is kept constant at 0.3.
  • the ratio h / H is in the range of 0.2 to 0.8, the air flow rate is small, the heat dissipation amount is large, the aerodynamic sound level is low, and the cooling performance is excellent. Is clear.
  • the ratio h / H is 0.2, the amount of heat release is smaller than when the ratio h / H where the air flow rate is approximately 0.4, so the lower limit of the ratio h / H is More preferably, it is 0.4 or more.
  • the ratio h / H is 1.0, that is, when the groove depth h and the fin height H are equal, the fin portion is completely absent at the groove, so that the effect of reinforcing the brake disk by the fin portion is obtained. Inappropriate in terms of decline.
  • the radial widths w1 and w2 of the grooves 5a to 5d formed in the fin portion 3 may be the same or different.
  • the ratio “(w1 + w2) / W of the total width“ w1 + w2 ”of the inner circumferential grooves 5a and 5c and the outer circumferential grooves 5b and 5d formed in the fin portion 3 to the total length W of the tip surface 3a of the fin portion 3 "Is preferably 0.1 or more. More preferably, it is 0.15 or more. This is due to the following reason.
  • FIG. 6 is a diagram showing the influence of the groove width in the fin portion on the air flow rate and the cooling performance.
  • the ventilation amount and the heat dissipation amount respectively displayed on the horizontal axis and the vertical axis are the same as those shown in FIG.
  • the representative conditions of the brake disc model used for the analysis are the same, but here, the ratio “(w1 + w2) / W” is set to 0 (no groove), 0.1, 0.15, 0.3, and 0. .45.
  • the ratio h / H was kept constant at 0.6.
  • the ratio “(w1 + w2) / W” is 0.1 or more, it is clear that the air flow rate is small, the heat dissipation amount is large, the aerodynamic sound level is low, and the cooling performance is excellent. It is. However, when the ratio “(w1 + w2) / W” is 0.1, the amount of heat release is small compared to the case where the ratio “(w1 + w2) / W” where the airflow rate is about 0.15.
  • the ratio “(w1 + w2) / W” is more preferably 0.15 or more.
  • the upper limit of the ratio “(w1 + w2) / W” is preferably set to 0.6 or less in order to ensure the effect of reinforcing the brake disk by the fin portion.
  • the material of the brake disc 1 is the same as that in the first embodiment.
  • the material is forged steel, but the same effect can be obtained regardless of the material.
  • FIG. 7 is a schematic view showing an example of the configuration of a railway vehicle brake disk according to a third embodiment of the present invention.
  • FIG. 7 (a) is a partial perspective view seen from the back side, and FIG. ) Shows a partial plan view in back view, and FIG. 10C shows a partial cross-sectional view along the radial direction.
  • FIGS. 7A and 7B the 1/12 circle portion of the brake disc is representatively shown in the same manner as FIGS. 4A and 4B.
  • the circumferential width t2 of the outer peripheral region is larger than the circumferential width t1 of the inner peripheral region.
  • the circumferential length of the outer peripheral grooves 5b and 5d formed in the fin portion 3 is longer than the brake disc 1 of the second embodiment, so that the pressure loss Department expands. For this reason, aerodynamic noise during high-speed traveling can be further reduced, and the cooling performance of the brake disc 1 during braking can be improved.
  • the fin portion 3 has a circumferential width t ⁇ b> 1 in the circumferential area of the inner circumferential side region t ⁇ b> 1, as in the brake disc shown in FIG. 7. Has been bigger than.
  • the circumferential direction length of the groove 5b formed in the region on the outer peripheral side of the fin portion 3 is increased, and thus the pressure loss portion is expanded. For this reason, aerodynamic noise during high-speed traveling can be reduced, and the cooling performance of the brake disc 1 during braking can be improved.
  • FIG. 8 is a diagram showing the influence of the circumferential width of the fin portion on the air flow rate and the cooling performance.
  • the ventilation amount and the heat dissipation amount respectively displayed on the horizontal axis and the vertical axis are the same as those shown in FIG.
  • the typical conditions of the brake disc model used for the analysis are the same, but here, as Example 1 of the present invention, the circumferential width of the fin portion is fixed to 27 mm (corresponding to the second embodiment).
  • the width of the fin portion in the circumferential direction is 27 mm on the inner peripheral side, and 54 mm on the outer peripheral side and the outer peripheral side is enlarged (corresponding to the third embodiment).
  • H was kept constant at 0.6 and the ratio “(w1 + w2) / W” was kept constant at 0.3. Further, for comparison, a fin having a constant width of 27 mm in the circumferential direction was used without forming a groove in the fin.
  • the width of the fin portion in the circumferential direction is made larger on the outer peripheral side than on the inner peripheral side, as in Example 2 of the present invention indicated by white squares in FIG. 8, the aerodynamic sound level is reduced and the cooling performance is improved. It is clear that both become prominent.
  • the stress load on the fastening bolt and the brake disk is reduced, and the durability of the brake disk including the fastening bolt can be improved.
  • Table 1 The analysis results that demonstrate this are shown in Table 1 below.
  • deformation analysis by FEM is performed using a model under the same conditions as Example 2 of the present invention and the comparative example shown in FIG. 8, bending stress fluctuation and tensile stress fluctuation of the fastening bolt are calculated, and further, deformation of the brake disk is performed. The amount was calculated.
  • the stress fluctuation of the fastening bolt assumes the case where the emergency brake is applied once when traveling at 360 km / h, and the fluctuation of stress (maximum stress-minimum stress) generated in the bolt at that time is assumed. It is what I have sought.
  • the amount of deformation of the brake disk is assumed to be the case where the emergency brake is applied three times when traveling at a speed of 360 km / h and the brake disk is cooled thereafter, and the brake disk warps after cooling (the axial direction relative to the initial state). (Maximum value of displacement).
  • Example 2 of the present invention corresponding to the third embodiment, both the stress fluctuation of the fastening bolt and the deformation amount of the brake disk are smaller than in the comparative example in which the fin portion has no groove, It can be seen that the durability of the brake disc including the fastening bolt can be improved.
  • the railcar brake disc of the present invention can be effectively used for disc brakes of any railcar, and is particularly useful for high-speed railcars.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
PCT/JP2013/073914 2012-09-07 2013-09-05 鉄道車両用ブレーキディスク WO2014038621A1 (ja)

Priority Applications (5)

Application Number Priority Date Filing Date Title
CN201380045268.0A CN104603491B (zh) 2012-09-07 2013-09-05 铁道车辆用制动盘
IN1555DEN2015 IN2015DN01555A (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 2012-09-07 2013-09-05
JP2014534404A JP5924413B2 (ja) 2012-09-07 2013-09-05 鉄道車両用ブレーキディスク
US14/422,853 US9400024B2 (en) 2012-09-07 2013-09-05 Railway vehicle brake disc
GB1503060.4A GB2519896B (en) 2012-09-07 2013-09-05 Railway vehicle brake disc

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JP2012-196820 2012-09-07
JP2012196820 2012-09-07

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CN103883649A (zh) * 2014-04-18 2014-06-25 北京交通大学 轴装式轨道车辆制动盘
TWI624606B (zh) * 2015-12-08 2018-05-21 Higashi Nippon Ryokaku Tetsudo 鐵路車輛用煞車盤
JP2021081034A (ja) * 2019-11-21 2021-05-27 日本製鉄株式会社 鉄道車両用ディスクブレーキ装置
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JPWO2022210831A1 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) * 2021-04-01 2022-10-06
WO2022210474A1 (ja) * 2021-03-29 2022-10-06 日本製鉄株式会社 鉄道車両用ブレーキディスク
WO2022210475A1 (ja) * 2021-03-29 2022-10-06 日本製鉄株式会社 鉄道車両用ブレーキディスク
WO2022239252A1 (ja) * 2021-05-14 2022-11-17 日本製鉄株式会社 鉄道車両用ディスクブレーキ装置
CN116624529A (zh) * 2023-07-04 2023-08-22 中车戚墅堰机车车辆工艺研究所有限公司 一种高速列车轮装制动盘及其制备方法
JP2024516008A (ja) * 2021-11-10 2024-04-11 フェイフェレイ トランスポート ボーフム ゲーエムベーハー トラックホイールのための固定要素を有する摩擦リング

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JP6923073B2 (ja) * 2018-03-30 2021-08-18 日本製鉄株式会社 ブレーキディスク
CN111936759B (zh) * 2018-04-03 2022-10-04 日本制铁株式会社 空气动力音降低部件、铁道车辆用制动盘单元、铁道车辆用盘式制动器、铁道车辆用车轮及铁道车辆
DE202018105297U1 (de) 2018-09-17 2018-09-20 Faiveley Transport Witten Gmbh Bremsscheibe, insbesondere für Schienenfahrzeuge, mit einer Luftleiteinrichtung und Luftleiteinrichtung
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JP7201097B2 (ja) * 2019-09-30 2023-01-10 日本製鉄株式会社 鉄道車両用ブレーキディスクユニット
JP7672861B2 (ja) * 2021-04-02 2025-05-08 ナブテスコ株式会社 ブレーキディスク
JP7665385B2 (ja) * 2021-04-02 2025-04-21 ナブテスコ株式会社 ブレーキディスク付き車輪およびブレーキディスク
CN114738404B (zh) * 2022-04-27 2024-06-28 中国铁道科学研究院集团有限公司 轮装制动盘
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CN103883649A (zh) * 2014-04-18 2014-06-25 北京交通大学 轴装式轨道车辆制动盘
TWI624606B (zh) * 2015-12-08 2018-05-21 Higashi Nippon Ryokaku Tetsudo 鐵路車輛用煞車盤
TWI624605B (zh) * 2015-12-08 2018-05-21 Higashi Nippon Ryokaku Tetsudo 鐵路車輛用煞車盤
JP7348508B2 (ja) 2019-11-21 2023-09-21 日本製鉄株式会社 鉄道車両用ディスクブレーキ装置
JP2021081034A (ja) * 2019-11-21 2021-05-27 日本製鉄株式会社 鉄道車両用ディスクブレーキ装置
US20210396288A1 (en) * 2020-06-19 2021-12-23 Westinghouse Air Brake Technologies Corporation Brake assembly
KR20230160894A (ko) 2021-03-29 2023-11-24 닛폰세이테츠 가부시키가이샤 철도 차량용 브레이크 디스크
WO2022210474A1 (ja) * 2021-03-29 2022-10-06 日本製鉄株式会社 鉄道車両用ブレーキディスク
JP7681416B2 (ja) 2021-03-29 2025-05-22 日本製鉄株式会社 鉄道車両用ブレーキディスク
JP2022152986A (ja) * 2021-03-29 2022-10-12 日本製鉄株式会社 鉄道車両用ブレーキディスク
JP2022153021A (ja) * 2021-03-29 2022-10-12 日本製鉄株式会社 鉄道車両用ブレーキディスク
JP7564746B2 (ja) 2021-03-29 2024-10-09 日本製鉄株式会社 鉄道車両用ブレーキディスク
KR20230160379A (ko) 2021-03-29 2023-11-23 닛폰세이테츠 가부시키가이샤 철도 차량용 브레이크 디스크
WO2022210475A1 (ja) * 2021-03-29 2022-10-06 日本製鉄株式会社 鉄道車両用ブレーキディスク
JPWO2022210831A1 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) * 2021-04-01 2022-10-06
KR20230162067A (ko) 2021-04-01 2023-11-28 닛폰세이테츠 가부시키가이샤 브레이크 디스크
EP4316943A4 (en) * 2021-04-01 2024-10-23 Nippon Steel Corporation BRAKE DISC
WO2022210831A1 (ja) 2021-04-01 2022-10-06 日本製鉄株式会社 ブレーキディスク
WO2022239252A1 (ja) * 2021-05-14 2022-11-17 日本製鉄株式会社 鉄道車両用ディスクブレーキ装置
JP2024516008A (ja) * 2021-11-10 2024-04-11 フェイフェレイ トランスポート ボーフム ゲーエムベーハー トラックホイールのための固定要素を有する摩擦リング
JP7674514B2 (ja) 2021-11-10 2025-05-09 フェイフェレイ トランスポート ボーフム ゲーエムベーハー トラックホイールのための固定要素を有する摩擦リング
CN116624529A (zh) * 2023-07-04 2023-08-22 中车戚墅堰机车车辆工艺研究所有限公司 一种高速列车轮装制动盘及其制备方法

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CN104603491A (zh) 2015-05-06
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TWI535947B (zh) 2016-06-01
CN104603491B (zh) 2017-09-15
GB2519896B (en) 2019-04-03
US9400024B2 (en) 2016-07-26
GB2519896A (en) 2015-05-06
TW201420404A (zh) 2014-06-01
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JP5924413B2 (ja) 2016-05-25

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