WO2019109762A1

WO2019109762A1 - Brake disc and rail transit vehicle

Info

Publication number: WO2019109762A1
Application number: PCT/CN2018/113094
Authority: WO
Inventors: 金文伟; 杜利清; 黄彪; 方明刚; 钱坤才; 王常川; 冯昆; 吴射章; 潘勤涛; 张海锋; 张宁
Original assignee: 常州中车铁马科技实业有限公司; 中车戚墅堰机车车辆工艺研究所有限公司
Priority date: 2017-12-08
Filing date: 2018-10-31
Publication date: 2019-06-13

Abstract

A brake disc (100) comprises: a disc body (10), wherein the disc body (10) is provided with a disc body hole (11), a plurality of disc connection claws (12) extending inwardly are disposed on the peripheral wall of the disc body hole (11), and a first disc piercing hole (13) is disposed in the disc connection claw (12); a disc hub (20), wherein a flange (24) of the disc hub (20) is provided with a plurality of hub key slots (21), and each of the hub key slots (21) is provided with a hub piercing hole (22); a spacing ring (30), provided with a plurality of spacing ring piercing holes (31); and a plurality of first fasteners (40), wherein each of the first fasteners (40) correspondingly pass through the hub piercing hole (22), the first disc piercing hole (13), and the spacing ring piercing hole (31), to fasten the disc body (10), the disc hub (20), and the spacing ring (30). The present invention further relates to a rail transit vehicle comprising the brake disc (100).

Description

Brake disc and rail vehicle

Cross-reference to related applications

This application requires Changzhou Zhongche Tema Technology Industrial Co., Ltd., China Cars Qishuyan Locomotive and Rolling Stock Technology Research Institute Co., Ltd. on December 8, 2017, the name of "brake disc and rail transit vehicles", the Chinese patent application number " Priority of 201711295060.0, 201721709805.9, 201711295683.8, 201721710600.2, 201721710410.0, 201711295666.4".

Technical field

The present invention relates to the field of rail transit technology, and in particular to a brake disc for a rail transit vehicle and a rail transit vehicle having the brake disc.

Background technique

With the rapid development of rail transit, disc brakes are more and more used in the basic braking of rail transit vehicles because of their stable friction performance, high energy absorption, good heat dissipation performance and small damage to the tread surface. In the device.

As an important part of the disc-shaped basic brake device, the brake disc brakes the friction surface of the brake disc through the brake disc during the train braking process to realize the train braking, thus ensuring safe and stable operation of the train. The safe and reliable operation of trains plays an important role.

During the braking process, the brake disc is subjected to the braking torque applied by the brake disc, and the brake disc connecting member receives the braking torque transmitted from the disc through the disc surface, and therefore, the fastening performance of the brake disc connecting member and Reliability requirements are high. At the same time, due to the action of the brake process brake disc, the disc body will be radially outwardly expanded due to the thermal load.

In the related art, the disc body, the spacer ring and the hub of the brake disc are only connected by bolts. Once the bolt connection fails, the braking torque cannot be transmitted, the bolt will directly bear the shearing force, and the bolt is damaged, which leads to the system. The reliability of the moving plate is reduced, which affects the safety of rail vehicles.

Summary of the invention

The present invention aims to solve at least one of the technical problems in the related art to some extent.

To this end, the present invention provides a brake disc for a rail transit vehicle, which can effectively transmit a braking force after the first fastener fails, and has a good operational reliability.

The invention further proposes a rail transit vehicle.

A brake disk for a rail transit vehicle according to the present invention includes: a disk body, the disk body is provided with a hole in the disk body, and a plurality of disk body connecting claws extending toward the center are disposed on a peripheral wall of the hole in the disk body, the disk The body connecting claw is provided with a first disk body perforation; a hub, the hub includes a flange, the flange is provided with a plurality of hub key grooves, and the plurality of disc connecting claws and the plurality of the discs a hub key groove corresponding to a portion of each of the disk connecting claws received in the hub key groove, each of the hub hubs being provided with a hub through hole; a spacer ring, the spacer ring being located at the disk body a side of the connecting claw opposite to the hub keyway, the spacer ring is provided with a plurality of spacer ring perforations; a plurality of first fasteners, each of the first fasteners correspondingly passing through the disc A hub perforation, the first disk body perforation, and the spacer ring are perforated to secure the disk body, the hub, and the spacer.

Thus, according to the brake disc for a rail transit vehicle according to the present invention, when the vehicle is braked, that is, when the brake disc is in operation, if the first fastener connection fails, the axial force formed by the connection of the first fastener cannot be overcome. Braking force, the disk body will have a tendency to rotate circumferentially. At this time, the side wall of the disk connecting claw will be in contact with the side wall of the hub key groove. For example, the two side walls completely fit, so that it can be transmitted to the disk body. The braking force is transmitted to the hub, thereby ensuring reliable transmission of the braking force after the failure of the first fastener and ensuring the operational reliability of the brake disc.

The additional aspects and advantages of the invention will be set forth in part in the description which follows.

DRAWINGS

1 is a schematic structural view of a brake disc for a rail transit vehicle according to an embodiment of the present invention;

Figure 2 is a cross-sectional view taken along line A-A of Figure 1;

Figure 3 is a schematic structural view of a hub;

4 is a schematic structural view of a spacer according to an embodiment of the present invention;

FIG. 5 is another schematic structural view of a brake disc for a rail transit vehicle according to an embodiment of the present invention (the disc body is a split type);

6 is a partial schematic view of a brake disc for a rail transit vehicle according to an embodiment of the present invention;

Figure 7 is a front elevational view showing a brake disc for a rail transit vehicle according to an embodiment of the present invention;

FIG. 8 is a schematic structural view of another spacer according to an embodiment of the present invention; FIG.

9 is a schematic structural view of still another spacer according to an embodiment of the present invention;

Figure 10 is a schematic structural view of still another spacer according to an embodiment of the present invention; and

Figure 11 is a partial schematic view showing the mutual engagement of two curved portions in accordance with an embodiment of the present invention.

Detailed ways

The embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are intended to be illustrative of the invention and are not to be construed as limiting.

First of all, it should be noted that the present application is based on the above priority document, and therefore, the above priority The terms of the document were unified. Among them, the disk connecting claw 12 in the priority document "201711295060.0" is given priority The connection block in the right file "201711295683.8" is the same component, and is uniformly named as the disk connection claw 12, priority The disk perforation in the file "201711295060.0" and the third perforation in the priority document "201711295683.8" are The same perforation is uniformly named as the first disc perforation 13 and the hub perforation 22 in the priority document "201711295060.0" The fourth perforation in the priority document "201711295683.8" is the same perforation, and is uniformly named as the hub perforation 22, excellent The pressure ring and the superior in the spacer 30 in the priority document "201711295060.0" and the priority document "201711295683.8" The pressure ring in the first file "201711295666.4" is the same component, which is uniformly named as the spacer 30, priority document. The spacer perforation 31 in "201711295060.0" is the same as the perforation in the priority document "201711295666.4" The holes are uniformly named as the spacer perforations 31.

In summary, the term disc perforation in the priority document "201711295060.0" is unified into the first disc body perforation 13, tight The firmware is unified into the first fastener 40; the term first perforation in the priority document "201711295683.8" is unified into the second The disk body through hole 141 and the connecting block are unified into the disk connecting claw 12, and the second through hole is unified into the third disk body through hole 121 and the third through hole. Uniformly the first disk body perforation 13, the fourth perforation unified into the hub hub perforation 22, the pressure ring unified as the spacer ring 30; priority document The term press ring in "201711295666.4" is unified into the spacer 30, and the perforation is unified as the spacer perforation 31.

A brake disk 100 for a rail transit vehicle according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

The brake disk 100 for a rail transit vehicle according to an embodiment of the present invention may include a disk body 10, a hub 20, a spacer 30, and a plurality of first fasteners 40.

As shown in FIG. 1 and FIG. 2, the center of the disk body 10 is provided with a hole 11 in the disk, and the hole 11 in the disk is provided for a part of the hub 20 (for example, the hub body 23), and the hole 11 in the disk can facilitate the disk body. 10 is fixedly coupled to the hub 20. A plurality of centrally extending disk body connecting claws 12 are disposed on the peripheral wall of the inner hole 11 of the disk body. The disk body connecting claws 12 are provided with first disk body through holes 13, and each of the disk body connecting claws 12 may be provided with a first disk. The body through hole 13 and the disk connecting claw 12 can function as a cooperation with the hub 20. The number of the disk connecting claws 12 is not limited. For example, the number of the disk connecting claws 12 may be nine. The disk connecting claw 12 and the disk body 10 may be integrally formed.

As shown in FIG. 3, the hub 20 includes a flange 24, and the flange 24 is provided with a plurality of hub key grooves 21, and the plurality of disc connecting claws 12 are in one-to-one correspondence with the plurality of hub key grooves 21, and each of the disc bodies A portion of the connecting claw 12 is housed in the hub keyway 21, and each of the hub key grooves 21 is provided with a hub through hole 22, and the number of corresponding hub through holes 22 in each of the hub key grooves 21 is one.

The spacer 30 is located on the side of the disk connecting claw 12 opposite to the hub key groove 21, in other words, the spacer 30 and the hub key groove 21 of the hub 20 are respectively located on both sides of the disk connecting claw 12, and are disposed on the spacer 30 There are a plurality of spacer perforations 31. Each of the first fasteners 40 correspondingly passes through the hub bore 22, the first body bore 13 and the spacer bore 31 to secure the tray 10, the hub 20 and the spacer 30. Wherein, the first fastener 40 may include bolts and nuts that cooperate with each other, and the bolts are threadedly engaged with the nut after passing through the hub through hole 22, the first disk body through hole 13 and the spacer ring through hole 31. Alternatively, the number of the first fastener 40, the hub through hole 22, the first disk body through hole 13 and the spacer ring through hole 31 may be identical, and may of course be adjusted according to actual conditions.

Therefore, when the rail vehicle is braking, that is, when the brake disc 100 is in operation, if the connection of the first fastener 40 fails, the axial force formed by the connection of the first fastener 40 cannot overcome the braking force, and the disc body 10 will The tendency of the circumferential rotation is generated. At this time, the side wall of the disk connecting claw 12 will come into contact with the side wall of the hub key groove 21, for example, the two side walls completely fit, so that the transfer to the disk body 10 can be performed. The power is transmitted to the hub 20, so that the transmission of the braking force after the failure of the first fastener 40 can be achieved, and the brake disc 100 can be braked to ensure the operational reliability of the brake disc 100.

It should be noted that when the connection of the first fastener 40 fails, the side wall of the disk connecting claw 12 is in direct contact with the side wall of the hub key groove 21, and the braking force transmission effect is better.

In accordance with a preferred embodiment of the present invention, as shown in Figures 2 and 3, a plurality of spacer keyways 32 may be provided in the spacer 30, and another portion of the tray coupling jaws 12 is received within the spacer keyway 32. Each spacer key groove 32 should be disposed in the axial direction corresponding to each of the hub key grooves 21. Thereby, when the connection of the first fastener 40 fails, the disk body 10 can transmit the braking force to the hub 20 and the spacer 30, so that the brake disk 100 can be braked better, and the brake can be improved. The operational reliability of the disc 100.

Alternatively, as shown in FIG. 2, the sum of the depths of the hub key groove 21 and the spacer key groove 32 is smaller than the thickness of the disk connecting claw 12. In other words, a further portion of the disk connecting claw 12 is connected between a portion of the disk connecting claw 12 and another portion which is located outside the hub key groove 21 and the spacer key groove 32. This ensures that when the brake disc 100 is assembled, both end faces of the disc connecting claw 12 are completely engaged with the hub key groove 21 and the spacer key groove 32, so that the disk body 10, the hub 20 and the spacer 30 can be improved. The fixed reliability further increases the structural reliability of the brake disc 100.

Alternatively, the sum of the depths of the hub keyway 21 and the spacer keyway 32 is equal to the thickness of the disk connecting claw 12. In this way, it is also ensured that both end faces of the disk connecting claw 12 are completely engaged with the hub key groove 21 and the spacer key groove 32, so that the fixing reliability between the disk body 10, the hub 20 and the spacer 30 can be improved, and thus The structural reliability of the brake disc 100 is improved.

Specifically, as shown in FIG. 2, the depth of the hub key groove 21 and the depth of the spacer key groove 32 may be the same. Thus, the portion of the disk connecting claw 12 accommodated in the hub key groove 21 and the portion accommodated in the spacer key groove 32 have the same thickness, so that the overall symmetry of the brake disk 100 can be improved, thereby improving the structural reliability of the brake disk 100. .

The side wall of the hub key groove 21, the side wall of the spacer key groove 32, and the side wall of the disk connecting claw 12 extend in the radial direction, respectively, and the side wall of the hub key groove 21, the side wall of the spacer key groove 32, and the disk body are connected. The side walls of the claws 12 extend in the same direction. Thus, after the first fastener 40 fails, the side wall of the disk connecting claw 12 can simultaneously abut against the side wall of the hub keyway 21 and the side wall of the spacer key groove 32, so that the disk body 10 can apply braking force. It is transmitted to the hub 20 and the spacer 30.

In addition, when the disk body 10 is subjected to a thermal load, the radial expansion direction of the disk connecting claw 12 coincides with the extending direction of the side wall of the hub keyway 21 and the side wall of the spacer key groove 32, that is, the disk body 10 is along the disk. The body connecting claw 12, the hub key groove 21 and the spacer key groove 32 slide radially outward without interfering with the hub 20 and the spacer 30, and the release of the radial expansion deformation is not restricted, so that the hub is not 20, the spacer 30 and bolts and other connectors produce additional stress. The inside of the disk body 10 is provided with a heat dissipation structure.

According to a particular embodiment of the invention, the position circle diameter of the first disk body perforation 13 may be smaller than the position circle diameter of the hub hub perforation 22 and the position circle diameter of the spacer ring hole 31. In other words, the center line of the first disk body through hole 13 is located at the hub through hole 22 of the hub 20, the spacer through hole 31 of the spacer 30, and the center line of the gasket perforation after the gasket 50 is assembled is closer to the center of the disk body 10. On the side, when the disk body 10 is radially expanded and deformed, the first disk body through hole 13 is expanded and deformed in the radial direction, so that the working center under the actual braking condition and the hub of the hub 20 are perforated. 22. The center of the spacer ring 31 of the spacer 30 is closer, and the gap between the bolt portion and the hub through hole 22 and the spacer through hole 31 is larger, thereby further ensuring that the bolt portion is not subjected to shearing force. .

Optionally, the first fasteners 40 can be respectively mated with the corresponding first disk body through holes 13, the hub through holes 22 and the spacer ring holes 31, and the first fastener can be ensured by structural design and dimensional tolerance design. When the 40 fails, the side wall of the disk connecting claw 12, the side wall of the hub key groove 21 and the side wall of the spacer key groove 32 are fitted, and the rod portion and the hub through hole 22, the first disk body through hole 13 and the spacer ring The perforation 31 is not in contact, and therefore, the braking force is not transmitted to the bolt, and the rod portion of the bolt is not subjected to the shearing force in the circumferential direction, so that the bolt connection can be effectively protected, and the reliability of the bolt connection can be improved.

Further, the side faces of the disk connecting claws 12 are respectively provided with a certain amount of clearance fit with the hub key groove 21 and the spacer key groove 32. In this way, the assembly can be facilitated on the one hand, and the side wall of the tray connecting claw 12 can be facilitated to have a small clearance fit with the side wall of the hub keyway 21 and the side wall of the spacer keyway 32, so that the disk body 10 and the hub 20 can be realized. The circumferential positioning is installed.

Further, the minimum value of the gap between the first fastener 40 and the corresponding first disk body through hole 13, the hub through hole 22 and the spacer ring hole 31 is a, and the disk body connecting claw 12 is respectively associated with the hub key groove 21 and The maximum gap between the spacer key grooves 32 is b, and a and b satisfy the relationship: a>b. It should be noted that the gap minimum a may be a gap between the first fastener 40 and the first disk body through hole 13 , or may be a gap between the first fastener 40 and the hub through hole 22 , or It is the gap between the first fastener 40 and the spacer perforation 31. The gap maximum value b may be a gap between the side wall of the disk connecting claw 12 and the side wall of the hub key groove 21, or may be a gap between the side wall of the disk connecting claw 12 and the side wall of the spacer key groove 32. . The brake disc 100 satisfying the above relationship can ensure that the disc connecting claw 12 preferentially fits the side wall of the hub hub 21 and the side wall of the spacer key groove 32 after the first fastener 40 fails, which is better. The first fastener 40 is guaranteed to be non-contact and unstressed.

Alternatively, as shown in FIGS. 3 and 4, each of the disk body connecting claws 12, each of the hub key grooves 21, and each of the spacer ring grooves 32 has a U shape. The U shape can facilitate the radial extension of the side walls of the disk connecting claw 12, the hub key groove 21 and the spacer key groove 32, and can facilitate the mutual cooperation of the three, so that the assembly efficiency of the brake disk 100 can be improved.

Specifically, as shown in FIG. 3, the hub 20 may include a hub body 23 and a flange 24. The hub keyway 21 is formed on the flange 24. The hub body 23 is provided with a hub body limiting portion. The ring 30 is provided with a spacer ring limiting portion, and the hub body limiting portion cooperates with the spacer ring limiting portion to perform circumferential and radial limiting, thereby achieving circumferential and radial directions of the spacer 30 and the hub 20 Positioning assembly. It can be understood that the hub body limiting portion and the spacer ring limiting portion can be extended to the circumferential limit and the radial limit, and the hub body limiting portion and the spacer ring limiting portion can be better realized. The positioning of the spacer 30 and the hub 20 can improve the assembly accuracy of the spacer through-hole 31 of the spacer 30 and the hub through-hole 22 of the hub 20, thereby improving the reliability of the bolt connection and ensuring coaxial assembly of the bolt.

For example, in conjunction with FIGS. 3 and 4, the hub body limiting portion can be configured as an arcuate recess 25, the spacer ring retaining portion can be configured as a projection 33, and the inner wall of the projection 33 can be curved. The curved protrusions 33 and the curved grooves 25 are simple in arrangement and reliable in cooperation, and can effectively achieve circumferential and radial limit.

Specifically, as shown in FIG. 4, the hub body limiting portion may be plural, and the number of the hub body limiting portions may be smaller than the number of the hub hubs 21, and each hub body is limited in the radial direction. The outer side of the seat portion corresponds to the hub hub slot 21. By reasonably setting the number of the hub body limiting portion and the hub hub slot 21, the hub 20 can be made structurally sound and has good integrity.

As shown in FIG. 5 and FIG. 6, the disk body 10 further includes: two friction plates 14 of the split type, a disk connecting claw 12 and a plurality of second fasteners 15, wherein the two friction plates 14 have the same structure. Of course, the two friction plates 14 can also be locally adjusted according to actual conditions.

The two friction plates 14 are oppositely disposed, and the opposite direction is the axial direction. Moreover, a plurality of heat dissipation structures 16 are respectively fixed between the two friction plates 14, so that when the two friction plates 14 are subjected to a thermal load, the plurality of heat dissipation structures 16 can provide heat dissipation between the two friction plates 14, thereby reducing the heat dissipation. The temperature of the disk body 10 can reduce the expansion of the disk body 10, thereby improving the structural reliability of the brake disk 100. Alternatively, the friction plate 14 may be a forged friction plate 14 such that the quality of the friction plate 14 is better, so that the reliability of the brake disk 100 can be better improved. It should be noted that the friction plate 14 can also adopt other forming methods, such as casting molding, spray molding, powder metallurgy pressing molding, braid molding, and the like.

The two friction plates 14 are respectively provided with a plurality of second disk body through holes 141. The plurality of disk body connecting claws 12 are further provided with a third disk body through hole 121, a plurality of second fasteners 15 and a plurality of second portions. The disk body through hole 141 and the plurality of third disk body through holes 121 are in one-to-one correspondence to fix the two friction plates 14 and the plurality of disk body connecting claws 12. The number of the plurality of disk connecting claws 12 and the plurality of second fasteners 15 can be adjusted according to actual conditions.

That is, in other embodiments, the brake disc 100 is a split type, and the split disc 100 is composed of at least two friction plates 14, a plurality of disc connecting claws 12, and a plurality of friction plates 14 and discs. The body connecting claw is fixedly connected to the second fastener 15 .

The hub 20 is provided with a plurality of hub bores 22, and the plurality of first fasteners 40 are in one-to-one correspondence with the plurality of third tray bores 121 and the plurality of hub bores 22 to connect the plurality of tray connecting claws 12 and The hub 20 is fixed. Thus, the disk connecting claw 12 can be fixed to the two friction plates 14 and the hub 20 through the second fastener 15 and the first fastener 40, respectively, so that the disk body 10 and the hub 20 can be connected together, and thus The overall structural reliability of the brake disc 100 is ensured. Wherein, the second fastener 15 and the first fastener 40 may each include a bolt and a nut that cooperate with each other, but the second fastener 15 and the first fastener 40 may be different types of fasteners, for example, The bolt radial dimension of the second fastener 15 can be less than the bolt radial dimension of the first fastener 40.

Thus, according to the brake disc 100 of the embodiment of the present invention, the disc body 10 is composed of a plurality of components, and the disc body 10 is detachable, so that the disc body 10 is formed to have wider versatility, and the friction disc 14 can be single-cast or After the forging type is assembled, the drawbacks of the current disc body to be integrally casted are solved, so that the forging type method capable of ensuring the internal quality of the material can be used for the production of the disc body 10, and the performance of the brake disc 100 can be improved.

Alternatively, the plurality of disk body connecting claws 12 respectively extend toward the center of the disk body 10, and the plurality of disk body connecting claws 12 are evenly distributed circumferentially. Thus, the disk connecting claw 12 can extend in the radial direction, which can facilitate its fixation with the hub 20, and can improve the reliability between the hub 20 and the disk 10. Specifically, the inner wall of the disk connecting claw 12 is annular, which is advantageous in that the inner wall of the disk connecting claw 12 is restrained from the outer wall of the hub 20.

According to an embodiment of the present invention, as shown in FIG. 7 , the first limiting member 142 is disposed on the two friction plates 14 , and the second limiting member 161 is disposed on the heat dissipation structure 16 , and the second limiting member 161 is two. And the two second limiting members 161 are correspondingly matched with the first limiting members 142 on the two friction plates 14 in the axial direction. The fixing reliability of the heat dissipation structure 16 between the two friction plates 14 can be improved by the cooperation of the first limiting member 142 and the second limiting member 161, and the contact area between the heat dissipation structure 16 and the two friction plates 14 can be increased. Therefore, the heat dissipation effect of the heat dissipation structure 16 can be further improved.

Optionally, the first limiting member 142 may be one of a protrusion and a groove, and the second limiting member 161 may be the other of the protrusion and the groove, and the protrusion and the groove cooperate with each other. The first limiting member 142 may be a protrusion. As shown in FIG. 7, the protrusion may be configured in a column shape, and the groove may also be cylindrical. The grooves and projections are simple in design, easy to manufacture and reliable.

Specifically, each of the heat dissipation structures 16 has a columnar shape with grooves at both ends. As shown in FIG. 5, the cross-sectional view of the heat dissipation structure 16 is H-shaped. Of course, the present invention is not limited thereto, and each of the heat dissipation structures 16 has a tapered shape with grooves at both ends. The heat dissipation structure 16 thus disposed is simple and reliable in structure.

Optionally, the plurality of heat dissipation structures 16 are spaced apart in the circumferential and radial directions. Thus, the plurality of heat dissipation structures 16 can effectively and uniformly remove the heat of the friction plates 14, and can improve the overall heat dissipation performance of the disk body 10. The specific arrangement of the plurality of heat dissipation structures 16 is not limited. The plurality of heat dissipation structures 16 may be in a regular arrangement. Of course, the plurality of heat dissipation structures 16 may also be in an irregular arrangement.

Specifically, the plurality of heat dissipation structures 16 may constitute a heat dissipation structure inner ring group a and a heat dissipation structure outer ring group b, and a connection shape between the plurality of heat dissipation structures 16 of the heat dissipation structure inner ring group a and a heat dissipation structure outer ring group b The line shapes between the plurality of heat dissipation structures 16 are respectively regular polygons or circles. As shown in FIG. 7, the connection shape between the plurality of heat dissipation structures 16 of the inner ring group a of the heat dissipation structure and the connection shape between the plurality of heat dissipation structures 16 of the outer ring group b of the heat dissipation structure are respectively a regular hexagon. By properly arranging the plurality of heat dissipation structures 16, the overall heat dissipation performance of the disk body 10 can be made better.

Alternatively, the height of the heat dissipation structure 16 is the same as the height of the disk connecting claws 12. Thus, the two friction plates 14 can be arranged in parallel with each other, so that the heat dissipation structure 16 and the disk connecting claws 12 can be more reliably fixed to the two friction plates 14, respectively.

Alternatively, each of the disk connecting claws 12 is provided with a plurality of first disk body through holes 13, and a plurality of first disk body through holes 13 extend in the width direction of the disk connecting claws 12. The longitudinal direction of the disk connecting claw 12 is the radial direction of the brake disk 100, and the width direction of the disk connecting claw 12 may be a direction extending from the normal. For example, the number of the first disk body through holes 13 corresponding to each of the disk connecting claws 12 may be two, and the two first disk body through holes 13 correspond to the two second fasteners 15, so that two second tights are provided by The firmware 15 can further improve the structural reliability of the disk body 10.

In addition, when the disk connecting claw 12, the hub 20 and the spacer 30 are connected, a disc spring piece and a self-locking nut are used, and after the fastener of the brake disk 100 is worn, the disk spring piece and the amount of deformation are passed. The fasteners are still reliably connected so that the brake disc 100 device has a reliable anti-loosening performance.

As shown in FIG. 8 to FIG. 10, the spacer 30 of the brake disc according to the embodiment of the present invention may include a plurality of curved portions 34, and the plurality of curved portions 34 are connected end to end to form a ring shape, in other words, a plurality of arcs. The shape portion 34 can form the spacer 30 by sequentially connecting the ends, wherein the structure of each of the curved portions 34 can be the same, which can reduce the manufacturing difficulty of the spacer 30, and can make the spacer 30 easy to assemble.

Each of the curved portions 34 is provided with at least one hub through hole 22 through which the hub through hole 22 can pass, and the first fastener 40 can pass through the disk body 10 and the hub 20 The hub 24 and the hub bore 22 of the curved portion 34 secure the three together. The first fastener 40 can include bolts and nuts that mate with one another.

Thus, the spacer 30 of the brake disc 100 according to the embodiment of the present invention is different from the conventional spacer. The conventional spacer is generally of a unitary structure, and the spacer 30 of the present invention adopts a split structure through a plurality of The curved portion 34 constitutes the spacer 30, so that when any one of the spacers 30 is damaged, only the curved portion 34 corresponding to the damaged portion can be replaced. For example, the first fastener 40 corresponding to the damaged portion is removed, and then the damaged curved portion 34 is removed, and the new curved portion 34 is replaced, so that the new curved portion 34 and other undamaged curved portions are formed. The portion 34 reconstitutes the integral spacer 30, and the spacer 30 can continue to operate, thereby reducing the replacement cost and replacement difficulty of the spacer 30.

In addition, by providing at least one hub through hole 22 correspondingly on each of the curved portions 34, the first fastener 40 can function to effectively fix the curved portion 34, so that the spacer 30 can be further improved in braking. Installation reliability on the disc 100.

According to a specific embodiment of the present invention, as shown in FIG. 11, the front end and the rear end of each curved portion 34 are respectively provided with a fitting tooth 35 and a fitting groove 36, and the front end of one curved portion 34 is fitted with the tooth 35 and the other end. The fitting grooves 36 at the trailing ends of one of the curved portions 36 cooperate with each other. By the cooperation of the fitting teeth 35 and the fitting grooves 36, the circumferential and radial reliability between the adjacent curved portions 34 can be made better, and the plurality of curved portions 34 can maintain the overall structure, which can further ensure The overall structural reliability of the spacer 30.

Further, as shown in Fig. 11, the height of the fitting teeth 35 is smaller than the depth of the fitting groove 36 and equal to or larger than one third of the thickness of the curved portion 34. The fitting teeth 35 thus disposed are matched with the fitting groove 36, and can be advantageously used to improve the fitting efficiency between the fitting teeth 35 and the fitting groove 36. In other words, it is advantageous to improve the assembly efficiency of the spacer 30.

Also, as shown in FIG. 11, the depth of the fitting groove 36 may be less than or equal to one-half of the thickness of the curved portion 34. Thus, the depth of the groove 36 is suitable, and the structural strength of the curved portion 34 can be effectively ensured, and the fitting groove 36 can be effectively accommodated. Specifically, the engaging teeth 35 extend from the arc direction of the curved portion 36 toward the engaging groove 36 of the adjacent curved portion 34.

Alternatively, as shown in FIGS. 1-3, the plurality of curved portions 34 are symmetrically arranged with respect to the center of the spacer 30. Thereby, the spacer 30 has a good overall structure and can facilitate the assembly of the curved portion 34. Wherein, the plurality of curved portions 34 may have the same thickness, so that the overall flatness of the spacer 30 can be maintained.

A specific arrangement of the spacer 30 is provided below in conjunction with FIGS. 8 and 9.

As shown in FIG. 8 and FIG. 9, the curved portions 34 are two, and the two ends of the two curved portions 34 are respectively provided with the fitting teeth 35 and the fitting grooves 36, and each of the curved portions 34 is provided with three hubs. The perforations 22 are provided, and each of the curved portions 34 is further provided with a projection 33 which is disposed radially inward of the intermediate hub 22 in the middle. Since the length of extension of each of the curved portions 34 is large, by providing the three hub holes 22, the fixing reliability between the hub 20 and each of the curved portions 34 can be effectively ensured. Moreover, by providing the projections 33 on each of the curved portions 34, the positioning effect between the hub 20 and the spacers 30 can be ensured.

A further arrangement of another spacer 30 is provided below in connection with FIG.

The curved portion 34 is greater than or equal to six. For example, as shown in FIG. 10, the curved portion 34 is six, and the first and second ends of each curved portion 34 are respectively provided with matching teeth 35 and fitting grooves 36, each of which is curved. The hub 34 is provided with a hub bore 22 and a projection 33, respectively, which are located radially inward of the hub bore 22. Thus, each of the curved portions 34 is adapted to correspond to a hub bore 22, so that the structural strength of each of the curved portions 34 can be ensured, and the fixing between each of the curved portions 34 and the flange 24 of the hub 20 can be ensured. And by providing a projection 33, the positioning effect between the hub 20 and the spacer 30 can be ensured.

The assembly process and maintenance process of the brake disk 100 for a rail transit vehicle according to an embodiment of the present invention will be described in detail below with reference to FIGS. 1 and 2.

When assembled, the disk connecting claw 12 is correspondingly inserted into the hub key groove 21 of the hub 20 and the spacer key groove 32 on the spacer 30, and the side walls of the disk connecting claw 12 are respectively separated from the side wall and the side wall of the hub key groove 21. The side walls of the key ring groove 32 are fitted, and the two end faces of the disk connecting claw 12 are respectively engaged with the bottom surface of the hub key groove 21 and the bottom surface of the spacer key groove 32. The protrusion 33 of the spacer 30 fits in the arcuate groove 25 of the hub body 23, and finally the bolt passes through the corresponding hub through hole 22, the first disk body through hole 13 and the spacer ring through hole 31 in a loose fit, through the pad. The sheet 50 and the nut are fastened to achieve assembly of the brake disc 100.

When the repair is replaced, the spacer 30 can be withdrawn from the outer circumference of the hub body 23 by simply loosening all the spacers 50, bolts and nuts, and the disc connecting claws 12 of the disc body 10 are removed from the disc of the hub 20. Pulling out the hub keyway 21 completes the disassembly of the brake disc 100 and, in turn, replaces the new brake disc 100.

A rail transit vehicle according to an embodiment of the present invention includes the brake disc 100 for a rail transit vehicle of the above embodiment.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " After, "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inside", "Outside", "Clockwise", "Counterclockwise", "Axial", The orientation or positional relationship of the "radial", "circumferential" and the like is based on the orientation or positional relationship shown in the drawings, and is merely for convenience of description of the present invention and simplified description, and does not indicate or imply the indicated device or component. It must be constructed and operated in a particular orientation, and is not to be construed as limiting the invention.

Moreover, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, features defining "first" and "second" may include one or more of the features either explicitly or implicitly. In the description of the present invention, the meaning of "a plurality" is two or more unless specifically and specifically defined.

In the present invention, the terms "installation", "connected", "connected", "fixed" and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. , or integrated; can be mechanical connection, or can be electrical connection; can be directly connected, or can be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.

In the present invention, the first feature "on" or "under" the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact. Moreover, the first feature "above", "above" and "above" the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature. The first feature "below", "below" and "below" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

In the description of the present specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means a specific feature described in connection with the embodiment or example. A structure, material or feature is included in at least one embodiment or example of the invention. In the present specification, the schematic representation of the above terms is not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, various embodiments or examples described in the specification, as well as features of various embodiments or examples, may be combined and combined.

Although the embodiments of the present invention have been shown and described, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the invention. The embodiments are subject to variations, modifications, substitutions and variations.

Claims

A brake disc for a rail transit vehicle, comprising:

a disk body, the disk body is provided with a hole in the disk body, the peripheral wall of the hole in the disk body is provided with a plurality of disk body connecting claws extending toward the center, and the disk body connecting claw is provided with a first disk body perforation;

a hub, the hub includes a flange, the flange is provided with a plurality of hub key grooves, the plurality of disk connecting claws corresponding to the plurality of the hub key grooves and each of the disk bodies is connected a portion of the claw is received in the hub hub, and each hub hub is provided with a hub through hole;

a spacer ring, the spacer ring is located on a side of the disk body connecting claw opposite to the hub keyway, and the spacer ring is provided with a plurality of spacer ring perforations;

a plurality of first fasteners, each of the first fasteners correspondingly passing through the hub through hole, the first disk body perforation and the spacer ring perforation to fix the disk body, the hub And the spacer.
A brake disk for a rail transit vehicle according to claim 1, wherein said spacer ring is provided with a plurality of spacer ring grooves, and another portion of said disk body connecting claws is housed in said spacer ring groove.
A brake disk for a rail transit vehicle according to claim 2, wherein a sum of depths of said hub key groove and said spacer key groove is less than or equal to a thickness of said disk connecting claw.
A brake disk for a rail transit vehicle according to any one of claims 2 to 3, wherein a side wall of the hub key groove, a side wall of the spacer key groove, and the disk connecting claw The side walls extend in the radial direction and extend in the same direction.
The brake disc for a rail transit vehicle according to claim 2, wherein a diameter of a position circle of the perforation of the first disc body is smaller than a diameter of a position circle of the perforation of the hub hub and a diameter of a position circle of the perforation of the spacer ring .
A brake disc for a rail transit vehicle according to any one of claims 2 to 5, wherein the first fastener is perforated with the corresponding first disc body, and the hub is perforated. Cooperating with the spacer piercing gap.
A brake disc for a rail transit vehicle according to claim 6, wherein said disc connecting claws are respectively clearance-fitted with said hub key groove and said spacer key groove.
A brake disc for a rail transit vehicle according to claim 7, wherein said first fastener is interposed between said first disc body perforation, said hub hub perforation and said spacer perforation The minimum value of the gap is a, and the maximum gap between the hub connecting claws and the hub keyway and the spacer keyway is b, and a and b satisfy the relationship: a>b.
A brake disc for a rail transit vehicle according to any one of claims 2-8, wherein each of said tray connecting claws, each of said hub key grooves, and each of said spacer key grooves are It is U-shaped.
A brake disk for a rail transit vehicle according to any one of claims 2 to 9, wherein the hub includes: a hub body, the hub body being coupled to the flange, the disk The hub body is provided with a hub body limiting portion, and the spacer ring is provided with a spacer ring limiting portion, and the hub body limiting portion cooperates with the spacer ring limiting portion to realize the spacer ring and The hub is circumferentially and radially positioned for assembly.
The brake disk for a rail transit vehicle according to claim 10, wherein the hub body limiting portion is configured as an arcuate groove, and the spacer ring limiting portion is configured as a protrusion and the convex inner wall It is curved.
The brake disc for a rail transit vehicle according to claim 10, wherein the hub body limiting portion is plural and the number is smaller than the number of the hub hub, in the radial direction, each The outer side of the hub body limiting portion corresponds to the hub hub.
A brake disk for a rail transit vehicle according to any one of claims 1 to 12, wherein the first fastener comprises a bolt and a nut that cooperate with each other.
A brake disk for a rail transit vehicle according to any one of claims 1 to 13, wherein the disk body further comprises: two friction plates of a split type, the disk connecting claws and a plurality of Two fasteners, two of the friction plates are oppositely disposed, and two of the friction plates are respectively provided with a plurality of second disk body perforations, and the disk body connecting claws are further provided with a third disk body perforation, a plurality of The second fastener is in one-to-one correspondence with the plurality of the second disk body perforations and the third disk body perforations to fix the two friction plates and the plurality of the disk body connecting claws.
The brake disc for a rail transit vehicle according to claim 14, wherein the disc body further comprises a heat dissipating structure, wherein the two friction plates are provided with a first limiting member, and the heat dissipating structure is provided with a second limiting member The second limiting member is two and correspondingly cooperates with the first limiting member on the two friction plates in the axial direction.
The brake disc for a rail transit vehicle according to claim 15, wherein the first limiting member is one of a protrusion and a groove, and the second limiting member is a protrusion and a groove. In another case, the protrusion and the groove cooperate with each other.
A brake disc for a rail transit vehicle according to claim 16, wherein each of said heat dissipating structures has a columnar shape or a tapered shape with said grooves at both ends.
A brake disk for a rail transit vehicle according to claim 17, wherein a plurality of said heat dissipation structures are spaced apart in a circumferential direction and a radial direction.
The brake disc for a rail transit vehicle according to claim 18, wherein the plurality of heat dissipation structures constitute a heat dissipation structure inner ring group and a heat dissipation structure outer ring group, and the plurality of heat dissipation structure inner ring groups are The shape of the line between the heat dissipation structures and the shape of the line between the plurality of heat dissipation structures of the outer ring group of the heat dissipation structure are respectively regular polygons or circles.
A brake disc for a rail transit vehicle according to any one of claims 14 to 19, wherein the height of the heat dissipating structure is the same as the height of the disc connecting claw.
A brake disk for a rail transit vehicle according to any one of claims 14 to 20, wherein the friction plate is a forged friction plate.
The brake disc for a rail transit vehicle according to claim 1, wherein the spacer comprises: a plurality of curved portions, and the plurality of arc portions are connected end to end to form a ring shape, each of the arcs At least one spacer perforation is provided on the shape.
The brake disc for a rail transit vehicle according to claim 22, wherein each of the first and second ends of each of the curved portions is provided with a matching tooth and a fitting groove, and a front end of the curved portion is fitted The teeth cooperate with the mating slots at the trailing ends of the other of the curved portions.
The brake disk for a rail transit vehicle according to claim 23, wherein the height of the engaging teeth is smaller than a depth of the fitting groove and greater than or equal to one third of a thickness of the curved portion.
A brake disk for a rail transit vehicle according to claim 24, wherein the fitting groove has a depth equal to or less than one-half of the thickness of the curved portion.
A brake disk for a rail transit vehicle according to any one of claims 22 to 24, wherein a plurality of said curved portions are symmetrically arranged with respect to a center of said spacer.
The brake disc for a rail transit vehicle according to claim 26, wherein the curved portions are two, and the two ends of the two curved portions are respectively provided with matching teeth and matching grooves, each of which The curved portion is provided with three through-hole perforations, and each of the curved portions is further provided with one of the protrusions, and the protrusion is disposed on a radially inner side of the through hole in the middle.
The brake disc for a rail transit vehicle according to claim 27, wherein the curved portion is equal to or greater than six, and each of the end portions of the curved portion is provided with a matching tooth and a matching groove, respectively. Each of the curved portions is provided with one of the spacer ring perforations and one of the protrusions, and the protrusions are located radially inward of the spacer ring perforations.
A rail transit vehicle comprising the brake disc for a rail transit vehicle according to any one of claims 1-28.