WO2018229995A1 - ブレーキライニング - Google Patents

ブレーキライニング Download PDF

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Publication number
WO2018229995A1
WO2018229995A1 PCT/JP2017/022416 JP2017022416W WO2018229995A1 WO 2018229995 A1 WO2018229995 A1 WO 2018229995A1 JP 2017022416 W JP2017022416 W JP 2017022416W WO 2018229995 A1 WO2018229995 A1 WO 2018229995A1
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WO
WIPO (PCT)
Prior art keywords
region
lining
surface roughness
brake lining
disk
Prior art date
Application number
PCT/JP2017/022416
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
斉 太田
朝和 星野尾
佳子 大野
Original Assignee
三菱電機株式会社
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 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2019524713A priority Critical patent/JP6732125B2/ja
Priority to PCT/JP2017/022416 priority patent/WO2018229995A1/ja
Priority to CN201780091825.0A priority patent/CN110753800A/zh
Publication of WO2018229995A1 publication Critical patent/WO2018229995A1/ja

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Classifications

    • 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
    • F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces

Definitions

  • the present invention relates to a brake lining used for braking of rotating equipment such as an electric motor.
  • a brake in a rotating device such as an elevator hoist has a brake lining or a brake pad that is pressed against a rotating disk by a spring force. As the lining is pressed against the disc, the disc is held stationary. When the disc is not braked or when the disc is not kept stationary, the lining is pulled away from the disc by an electromagnetic force greater than the spring force. In lining, it is required to keep the braking force stable.
  • the central part and the edge part of the pad are made of different friction materials.
  • the shape of the pad is changed from a convex shape to a concave shape.
  • the contact of the pad with the disk is kept stable, and fluctuations in the friction coefficient of the pad due to temperature are suppressed.
  • the piston presses the pad against the disc, and the surface roughness of the disc changes according to the surface pressure of the pad pressed against the disc.
  • the surface roughness of the disk is increased at a portion where the surface pressure of the pad against the disk is high, and the surface roughness of the disk is decreased at a portion where the surface pressure of the pad is low.
  • the change in the friction coefficient of the disk in the plane with respect to the pad is reduced.
  • JP-A-8-135698 Japanese Utility Model Publication No. 61-6039
  • the present invention has been made to solve the above-described problems, and an object of the present invention is to provide a brake lining that can shorten the sliding process while keeping the braking force of the brake lining stable. is there.
  • the brake lining according to the present invention brakes the braking member, has a first region, and a second region in which a contact surface pressure against the braking member is lower than a contact surface pressure in the first region, The surface roughness in the region is different from the surface roughness in the first region.
  • the contact area of the brake lining with respect to the braking member can be increased in the second region where the contact surface pressure is low. Therefore, the braking torque can be increased. Further, by increasing the contact area, the brake lining and the braking member can be slid together in a short time.
  • FIG. 1 is a schematic side view of an elevator hoist equipped with a brake having a lining according to Embodiment 1 of the present invention. It is the schematic when a lining is contacting the disk. It is a figure which shows distribution of the contact surface pressure with respect to a disk in lining.
  • FIG. 3 is a schematic diagram showing the surface state of the lining according to the first embodiment.
  • FIG. 5 is a schematic cross-sectional view taken along line VV in FIG. 4.
  • FIG. 6 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • FIG. 6 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • FIG. 1 is a schematic side view of an elevator hoist equipped with a brake having a lining according to Embodiment 1 of the present invention. It is the schematic when a lining is contacting the disk. It is a figure which shows distribution of the contact surface pressure with respect to a disk in lining
  • FIG. 6 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • FIG. 6 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • FIG. 6 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • 6 is a schematic diagram showing a configuration around a lining in the second embodiment.
  • FIG. It is a schematic diagram which shows the surface state of the lining of FIG. 6 is a schematic diagram showing a surface state of a lining according to Embodiment 3.
  • FIG. 10 is a schematic cross-sectional view of a lining according to a modification of the third embodiment.
  • FIG. FIG. 6 is a schematic diagram showing a surface state of a lining according to a fourth embodiment.
  • FIG. 16 is a cross-sectional view taken along line XVI-XVI in FIG. 15.
  • FIG. 1 is a schematic side view of an elevator hoisting machine equipped with a brake having a brake lining according to Embodiment 1 of the present invention.
  • the hoisting machine 50 includes a cylindrical hoisting machine main body 51.
  • a rotating shaft 52 that rotates is passed through the hoisting machine main body 51 and protrudes from both ends of the hoisting machine main body 51.
  • the rotating shaft 52 is rotated by the action of the rotor 53 that is a magnet and the stator 54 that is an electromagnetic coil in the hoisting machine main body 51.
  • a brake 60 that stops the rotation of the rotary shaft 52 is provided on one side of the hoisting machine main body 51.
  • the brake 60 includes a disk 20 as a braking member.
  • the disk-shaped disk 20 is attached to one side of the rotating shaft 52.
  • a lining 10 as a brake lining is provided on the outer peripheral side of the disc 20 so as to sandwich the disc 20 from both sides.
  • the lining 10 is a resin-made rectangular plate made of a friction material and a binder.
  • a metal-made cylindrical pressing member 30 is provided on the side opposite to the disk 20.
  • the brake 60 includes a brake driving unit 61.
  • the brake drive unit 61 operates the pressing member 30 by sending a signal. By this signal, the pressing member 30 presses the lining 10 from both sides of the disk 20. As a result, the rotation of the disk 20 is stopped and the rotating shaft 52 stops. Further, a sheave 55 on which a rope (not shown) is hung is provided on the opposite side of the rotary shaft 52 from the disk 20.
  • FIG. 2 is an enlarged view around the lining 10 in FIG.
  • the disk 20 is sandwiched between the linings 10.
  • a metal back plate 31 is provided on the side opposite to the side in contact with the disk 20.
  • the back plate 31 and the lining 10 are pressed against the disk 20 by a metal pressing member 30.
  • the pressing force by the pressing member 30 extends from the pressing member 30 toward the back plate 31 and the lining 10 at an angle ⁇ as indicated by a broken line.
  • the angle ⁇ is approximately 45 degrees.
  • FIG. 3 shows the distribution of the contact surface pressure of the lining 10 with respect to the disk 20.
  • the pressing member 30 has a circular cross section. Therefore, as shown in FIG. 3, the pressing member 30 is pressed in the center circular region 41 shown by hatching, and the contact surface pressure of the lining 10 against the disk 20 is high. On the other hand, in the peripheral region 42 outside the circular region 41, the contact surface pressure of the lining 10 with respect to the disk 20 decreases as the distance from the circular region 41 increases.
  • FIG. 4 is a schematic diagram showing the surface state of the lining 10.
  • a low surface roughness region 1 having a small surface roughness Ra is provided on the center side in the longitudinal direction of the lining 10.
  • region 2 with large surface roughness Ra is provided in the both ends side of the longitudinal direction.
  • the surface roughness Ra2 of the high surface roughness region 2 is larger than the surface roughness Ra1 of the low surface roughness region 1.
  • the surface roughness Ra is indicated by the density of the line spacing.
  • the surface roughness Ra is smaller when the distance between the lines is relatively wide. That is, the low surface roughness region 1 is a region where the line spacing is wide.
  • the high surface roughness region 2 is a region where the line interval is narrow.
  • the low surface roughness region 1 constitutes a first region
  • the high surface roughness region 2 constitutes a second region.
  • FIG. 5 is a schematic cross-sectional view taken along the line VV in FIG. In FIG. 5, the height Rm1 of the center of the amplitude of the roughness waveform in the low surface roughness region 1 is substantially equal to the height Rm2 of the center of the amplitude of the roughness waveform in the high surface roughness region 2.
  • the operation of the lining 10 will be described with reference to FIGS. As shown in FIG. 2, the lining 10 is pressed against the disk 20. As a result, friction is generated between the lining 10 and the disk 20, and the rotation of the disk 20 is stopped.
  • the protrusions are plastically deformed even when contacting with a low contact surface pressure by increasing the surface roughness Ra2. Therefore, the contact area of the lining 10 with the disk 20 can be increased. As a result, the braking torque can be increased in the high surface roughness region 2. Thereby, a stable braking force can be ensured.
  • the contact area of the lining 10 with respect to the disk 20 can be increased by providing the high surface roughness region 2 having a large surface roughness Ra in the peripheral region 42 where the contact surface pressure is low.
  • the braking torque can be increased in the peripheral region 42, and a stable braking force can be ensured.
  • the low surface roughness region 1 and the high surface roughness region 2 in which the contact surface pressure with respect to the disk 20 is lower than the contact surface pressure in the low surface roughness region 1 are obtained.
  • the surface roughness in the high surface roughness region 2 is different from the surface roughness in the low surface roughness region 1.
  • the surface roughness Ra2 in the high surface roughness region 2 is larger than the surface roughness Ra1 in the low surface roughness region 1.
  • the contact surface pressure of the lining 10 with respect to the disk 20 is low.
  • the protrusions are plastically deformed even when contacted at a low contact surface pressure. Therefore, the contact area of the lining 10 with the disk 20 can be increased.
  • the braking torque can be increased at both ends of the lining 10. Thereby, a stable braking force can be ensured.
  • the lining 10 can be brought into contact with the disk 20 over almost the entire region even in a short-time sliding operation. Thereby, the sliding process can be shortened.
  • the height Rm1 of the center of the amplitude of the roughness waveform in the low surface roughness region 1 that is the first region is the height Rm2 of the center of the amplitude of the roughness waveform in the high surface roughness region 2 that is the second region. Is almost equal to By doing in this way, the contact area in the high surface roughness area
  • the lining 10 is pressed against the disk 20 by the pressing member 30, and the surface roughness of the lining 10 in the peripheral area 42 of the area pressed against the pressing member 30 is the surface roughness of the lining 10 in the circular area 41 pressed against the pressing member 30. Greater than surface roughness. Therefore, the contact area can be increased by increasing the surface roughness in the high surface roughness region 2 corresponding to the peripheral region 42. Thereby, it is possible to provide a brake lining that can shorten the sliding process while keeping the braking force of the brake lining stable.
  • FIG. 6 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • the height Rm1 of the center of amplitude in the low surface roughness region 1 is smaller than the height Rm2 of the center of amplitude in the high surface roughness region 2.
  • the center height Rm1 of the amplitude of the low surface roughness region 1 is made smaller than the center height Rm2 of the amplitude of the high surface roughness region 2 in this way.
  • the contact area of the lining 11 with respect to the disk 20 can be increased in the high surface roughness region 2.
  • region 1 can be made still smaller.
  • FIG. 7 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • the low surface roughness region 1 is circular.
  • the low surface roughness region 1 extends to the end of the long side of the lining 10.
  • the pressing member 30 has a circular cross section, depending on the contact surface pressure, the low surface roughness region 1 may be circular in the lining 12, as shown in FIG. Thereby, since a contact area can be enlarged also in the long side part of the lining 12, the stable braking force can be obtained.
  • FIG. 8 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • the low surface roughness region 1 is elliptical.
  • the entire lining surface is processed to the same roughness as the high surface roughness area 2 at the time of molding, and then, for example, a low surface roughness area 1 can be polished to obtain the lining 10 or 12. Therefore, depending on the processing method, the shape of the low surface roughness region 1 may be elliptical as in the lining 13 shown in FIG. However, even in this case, since the contact area at the long side end can be increased, a stable braking force can be ensured.
  • FIG. 9 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • the low surface roughness region 1 is a rectangle with rounded corners.
  • the shape of the low surface roughness region 1 may be a basic shape. For example, as shown in FIG. 9, it can be a rectangle with rounded corners. By doing so, the initial contact with the disk 20 is good, and a desired braking torque can be obtained. Thus, the shape of the low surface roughness region 1 is changed according to the shape of the pressing member 30. As a result, the contact area at the center can be increased.
  • FIG. 10 is a schematic cross-sectional view of a lining according to a modification of the first embodiment.
  • high surface roughness areas 2 are provided at the four corners of the low surface roughness area 1.
  • the contact surface pressure of the lining 10 with respect to the disk 20 becomes small at the four corners of the lining 10. Therefore, in order to increase the contact area regardless of the shape of the disk 20, high surface roughness regions 2 may be provided at the four corners of the lining 15, as shown in FIG. Thereby, a contact area can be increased and a stable braking force can be obtained.
  • Embodiment 2 a brake lining according to Embodiment 2 of the present invention will be described with reference to FIGS.
  • the brake lining is pressed only from one surface to the disc as the braking member.
  • FIG. 11 is a schematic diagram illustrating a configuration around a brake lining according to the second embodiment.
  • the lining 16 as a brake lining is provided only on one side of the disc 20 with respect to the disc 20.
  • FIG. 12 is a schematic diagram showing a surface state of the brake lining of FIG. As shown in FIG. 12, in the lining 16, a low surface roughness region 1 is provided in the upper half, and a high surface roughness region 2 is provided in the lower half.
  • the disc 20 When the lining 16 is pressed against the disc 20, the disc 20 may be greatly deformed at the end 20a. In this case, the contact surface pressure of the lining 16 with respect to the disk 20 decreases at the end 20a. Therefore, the contact area can be increased by providing the high surface roughness region 2 below the lining 16 where the contact surface pressure decreases. Thereby, the braking force can be kept stable.
  • the sliding process becomes long and the yield may be lowered.
  • the contact area can be increased in a short time, and a lining with good performance can be obtained in a short time.
  • the surface roughness of the lining 10 at the end 20a where the amount of deformation in the disk 20 is larger than the other area is larger than the surface roughness of the lining 10 in the other area.
  • the contact area of the lining 16 with the disk 20 is small. The contact area can be increased by increasing the surface roughness at the end 20a. Thereby, it is possible to provide a brake lining that can shorten the sliding process while keeping the braking force of the brake lining stable.
  • Embodiment 3 FIG. Next, a brake lining according to Embodiment 3 of the present invention will be described with reference to FIGS.
  • Embodiment 3 in addition to the change in the surface roughness of the brake lining, a difference in hardness is provided.
  • FIG. 13 is a schematic diagram showing a surface state of a brake lining according to the third embodiment.
  • both ends in the longitudinal direction of a lining 17 as a brake lining have a large surface roughness, soft, high roughness and low hardness region 4, high roughness and low hardness at both ends.
  • the difference in hardness can be produced, for example, by partially heating.
  • the low roughness and high hardness region 3 constitutes the first region
  • the high roughness and low hardness region 4 constitutes the second region.
  • the contact area at both ends may not be sufficiently increased only by adjusting the surface roughness.
  • the lining in addition to the effect of increasing the contact area by increasing the surface roughness Ra, the lining can be easily deformed by softening the material of the lining so that the contact area is increased. Use the action to increase As described above, even when the difference in the contact surface pressure of the lining 17 with respect to the disk 20 is large, the contact area on both ends can be further increased to ensure the braking force.
  • the finished surfaces of the lining 17 and the disk 20 can be roughened. Thereby, the processing time of the lining 17 can be shortened and the manufacturing cost of a brake can be reduced.
  • the hardness in the high roughness low hardness region 4 that is the second region is softer than the hardness in the low roughness high hardness region 3 that is the second region. By doing so, the contact area of the lining 17 with the disk 20 can be further increased in the high roughness and low hardness region 4. Thereby, it is possible to provide a brake lining that can shorten the sliding process while keeping the braking force of the brake lining stable.
  • FIG. 14 is a schematic cross-sectional view of a lining according to a modification of the third embodiment.
  • the high roughness and low hardness region 4 is provided in the lower half, and the low roughness and high hardness region 3 is provided in the upper half.
  • the lining 18 shown in FIG. 14 is used, for example, when the lining 18 is provided only on one side of the disk 20 with respect to the disk 20 as described in FIG. Even when the deformation amount of the disk 20 is large, as shown in FIG. 14, the contact area is increased by providing the high roughness and low hardness region 4 corresponding to the end portion 20a having a large deformation amount. Therefore, a stable braking force can be ensured.
  • Embodiment 4 FIG. Next, a brake lining according to Embodiment 4 of the present invention will be described with reference to FIGS. 15 and 16.
  • channel which discharges the abrasion powder of a brake lining is provided.
  • FIG. 15 is a schematic diagram showing a surface state of a brake lining according to the fourth embodiment. 16 is a cross-sectional view taken along line XVI-XVI in FIG.
  • the lining 19 shown in FIG. 15 is obtained by providing two wear powder discharging grooves 9 in the low surface roughness region 1 in the lining 15 shown in FIG.
  • the wear powder discharging groove 9 is a recess that crosses the short side of the lining 19.
  • the lining 19 constitutes a brake lining.
  • braking may occur by pressing the lining while the braking member is rotating in the event of an emergency such as a power failure.
  • wear powder may be generated due to contact between the disk 20 and the lining 19 in an emergency.
  • wear powder enters the contact surfaces of the lining 19 and the disk 20, it may be difficult to keep the braking force stable.
  • the wear powder discharge groove 9 when wear powder is generated in the lining 19, the wear powder is quickly discharged through the wear powder discharge groove 9. Therefore, the wear powder does not enter the contact surface. Thereby, a stable braking force can be maintained.
  • the lining 19 according to the fourth embodiment includes a wear powder discharging groove 9 for discharging generated wear powder. Therefore, even when wear powder is generated, it is quickly discharged and the wear powder does not enter the contact surfaces of the lining 19 and the disk 20. Thereby, a stable braking force can be maintained.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
PCT/JP2017/022416 2017-06-16 2017-06-16 ブレーキライニング WO2018229995A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2019524713A JP6732125B2 (ja) 2017-06-16 2017-06-16 ブレーキライニング
PCT/JP2017/022416 WO2018229995A1 (ja) 2017-06-16 2017-06-16 ブレーキライニング
CN201780091825.0A CN110753800A (zh) 2017-06-16 2017-06-16 制动器衬片

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2017/022416 WO2018229995A1 (ja) 2017-06-16 2017-06-16 ブレーキライニング

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WO2018229995A1 true WO2018229995A1 (ja) 2018-12-20

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JP (1) JP6732125B2 (zh)
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Citations (5)

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JPS616039U (ja) * 1984-06-18 1986-01-14 トヨタ自動車株式会社 デイスクブレ−キロ−タ
JPS6314032U (zh) * 1986-07-14 1988-01-29
WO1991014881A1 (en) * 1990-03-19 1991-10-03 Zaporozhsky Avtomobilny Zavod 'kommunar' (Proizvodstvennoe Obiedinenie 'avtozaz') Friction element for friction pair
JP5442120B2 (ja) * 2010-07-05 2014-03-12 三菱電機株式会社 ブレーキライニング

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JPH08135698A (ja) * 1994-11-14 1996-05-31 Toyota Motor Corp ディスクブレーキ装置用ブレーキパッド
CN101371058B (zh) * 2006-01-13 2011-03-02 博格华纳公司 离合器组件及摩擦片
US9212703B2 (en) * 2007-08-02 2015-12-15 Gm Global Technology Operations, Llc Torque-transmitting device having a dimpled friction plate
CN201180751Y (zh) * 2008-03-19 2009-01-14 胡大杰 用于摩托车上的硬度相异的双金属离合器
TWI467601B (zh) * 2009-08-31 2015-01-01 Universal Cement Corp 微形變壓阻材料及其製作方法
JP2011140048A (ja) * 2010-01-08 2011-07-21 Sankyo Oilless Industry Inc カム装置
DE102012017874A1 (de) * 2012-09-11 2014-03-27 Hoerbiger Antriebstechnik Holding Gmbh Verfahren zur Herstellung eines Reibbelags sowie Reibbelag
CN202811925U (zh) * 2012-09-20 2013-03-20 湖南中联重科车桥有限公司 汽车及其制动器
CN203051558U (zh) * 2012-11-20 2013-07-10 瑞阳汽车零部件（仙桃）有限公司 一种刹车片
JP2014105767A (ja) * 2012-11-27 2014-06-09 Mikuni Sogyo Kk 自転車用ブレーキシュー
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CN106529036B (zh) * 2016-11-09 2019-10-15 北京工业大学 一种考虑微凸体的基体热阻、收缩热阻和空气介质热阻的接触热阻建模方法

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JPS50119887U (zh) * 1974-03-15 1975-09-30
JPS616039U (ja) * 1984-06-18 1986-01-14 トヨタ自動車株式会社 デイスクブレ−キロ−タ
JPS6314032U (zh) * 1986-07-14 1988-01-29
WO1991014881A1 (en) * 1990-03-19 1991-10-03 Zaporozhsky Avtomobilny Zavod 'kommunar' (Proizvodstvennoe Obiedinenie 'avtozaz') Friction element for friction pair
JP5442120B2 (ja) * 2010-07-05 2014-03-12 三菱電機株式会社 ブレーキライニング

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JP6732125B2 (ja) 2020-07-29
JPWO2018229995A1 (ja) 2019-11-07
CN110753800A (zh) 2020-02-04

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