WO2019189487A1 - Disque de frein - Google Patents

Disque de frein Download PDF

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Publication number
WO2019189487A1
WO2019189487A1 PCT/JP2019/013400 JP2019013400W WO2019189487A1 WO 2019189487 A1 WO2019189487 A1 WO 2019189487A1 JP 2019013400 W JP2019013400 W JP 2019013400W WO 2019189487 A1 WO2019189487 A1 WO 2019189487A1
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WO
WIPO (PCT)
Prior art keywords
brake disc
brake
rib
peripheral side
disk
Prior art date
Application number
PCT/JP2019/013400
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English (en)
Japanese (ja)
Inventor
加藤　孝憲
隆裕 藤本
裕 野上
坂口　篤司
雄基 市川
Original Assignee
日本製鉄株式会社
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 日本製鉄株式会社 filed Critical 日本製鉄株式会社
Priority to JP2020509271A priority Critical patent/JP6923073B2/ja
Publication of WO2019189487A1 publication Critical patent/WO2019189487A1/fr

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Classifications

    • 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
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes

Definitions

  • the present invention relates to a brake disc. More particularly, the present invention relates to a brake disk for a railway vehicle.
  • a disc brake device is attached to an annular member (for example, a wheel) fixed to the axle of the railway vehicle.
  • the disc brake device includes a brake caliper, a brake lining, and a brake disc. Since the brake disc is attached to the annular member of the railway vehicle with a bolt, it rotates together with the annular member. The bolt is generally provided near the radial center of the brake disc.
  • the brake caliper applies force to the brake lining, the brake lining is pressed against the brake disc.
  • the rotation of the brake disc is braked by friction between the brake lining and the brake disc.
  • an annular member is also braked and a rail vehicle decelerates.
  • the brake disc When braking a railway vehicle, the brake disc generates heat due to friction between the brake lining and the brake disc. If the temperature of the brake disc rises excessively, the brake disc and the brake lining will wear prematurely.
  • a brake disc that suppresses temperature rise and suppresses wind noise is disclosed in, for example, International Publication No. 2017/099903 (Patent Document 1).
  • the temperature of the area in contact with the brake lining of the brake disk is higher than the temperature in the area not in contact with the brake lining.
  • the high temperature region tends to thermally expand, the low temperature region does not expand much, so the thermal expansion of the high temperature region is constrained by the low temperature region. Therefore, compressive stress is generated in the high temperature region. When the compressive stress exceeds a predetermined value, the brake disc is plastically deformed.
  • the lateral rib of Patent Document 1 is a solid rib in which material is buried from the entire outer surface (surface having a gentle gradient) to the rear surface of the brake disk, and has a large volume. If such a large volume lateral rib is attached to the back surface of the disk plate portion, the area becomes more difficult to thermally expand due to its large volume. Therefore, if the surface of the disk plate portion in the region where the lateral ribs are attached becomes high temperature, a large compressive force is likely to be generated in the high temperature region, and the brake disk is likely to be plastically deformed. When the brake disc is plastically deformed, the size of the gap between the lateral rib attached to the disc plate portion and the wheel changes. The size of the gap between the lateral rib and the wheel affects the generation of wind noise. For this reason, when the temperature of the brake disk of Patent Document 1 rises excessively, wind noise is likely to occur.
  • the air in the air passage that generates wind noise enters the air passage from the inner peripheral side in the radial direction of the brake disc, is given kinetic energy from the rotating vertical fins, and flows toward the outer peripheral side. Therefore, the flow velocity on the outer peripheral side of the air passage is faster than that on the inner peripheral side. Wind noise is suppressed by rectifying the air in the ventilation path, but it is more difficult to rectify a flow with a high flow velocity than to rectify a flow with a low flow velocity. Therefore, in order to suppress wind noise, it is desirable to provide a lateral rib in the vicinity of the brake disk inner peripheral side of the air passage having a low flow velocity.
  • An object of the present invention is to provide a brake disc that can suppress a change in a gap between an annular member and a rib of the brake disc due to plastic deformation of the brake disc.
  • the brake disc that is fastened to the annular member of the railway vehicle according to the present embodiment by bolts includes a plurality of fins and ribs.
  • the plurality of fins are arranged along the circumferential direction of the brake disk on the back surface facing the annular member of the brake disk, and extend in the radial direction of the brake disk.
  • the rib is disposed on the back surface of the brake disc, connects two adjacent fins, and extends from the inner peripheral side of the brake disc to the outer peripheral side along the radial direction of the brake disc.
  • An end of the rib on the inner peripheral side of the brake disc is coupled to the rear surface of the brake disc, and an end of the rib on the outer peripheral side of the brake disc is not coupled to the rear surface of the brake disc.
  • the rib is formed at least on an end portion of the rib on the outer peripheral side of the brake disk, and has an inner surface facing the rear surface of the brake disk.
  • the brake disc according to the present invention can suppress a change in the gap between the annular member and the rib of the brake disc due to plastic deformation of the brake disc.
  • FIG. 1 is a front view of a brake device for a railway vehicle.
  • FIG. 2 is a cross-sectional view taken along the line II-II in FIG.
  • FIG. 3 is a rear view of the brake disc.
  • 4 is a cross-sectional view taken along line IV-IV in FIG.
  • FIG. 5 is a perspective view showing fins and ribs.
  • FIG. 6 is a rear view of the brake disc showing a fastening position.
  • FIG. 7 is a cross-sectional view showing another embodiment.
  • FIG. 8 is a cross-sectional view showing a rib of Comparative Example 1.
  • FIG. 9 is a diagram showing the relationship between the rib volume and the plastic deformation of the brake disc.
  • FIG. 10 is a diagram showing the relationship between the rib volume and the bolt tensile stress.
  • FIG. 11 is a diagram showing the relationship between the rib volume and the bolt bending stress.
  • the brake disk fastened to the annular member of the railway vehicle according to the present embodiment by bolts includes a plurality of fins and ribs.
  • the plurality of fins are arranged along the circumferential direction of the brake disk on the back surface facing the annular member of the brake disk, and extend in the radial direction of the brake disk.
  • the rib is disposed on the back surface of the brake disc, connects two adjacent fins, and extends from the inner peripheral side of the brake disc to the outer peripheral side along the radial direction of the brake disc.
  • An end of the rib on the inner peripheral side of the brake disc is coupled to the rear surface of the brake disc, and an end of the rib on the outer peripheral side of the brake disc is not coupled to the rear surface of the brake disc.
  • the rib is formed at least on an end portion of the rib on the outer peripheral side of the brake disk, and has an inner surface facing the rear surface of the brake disk.
  • the brake disc When braking a railway vehicle, the brake disc generates heat due to friction with the brake lining.
  • a plurality of fins are provided along the circumferential direction of the brake disc on the back surface (the surface facing the annular member) of the brake disc.
  • a rib is provided between two adjacent fins. The rib connects two adjacent fins and extends from the inner peripheral side of the brake disk toward the outer peripheral side.
  • an inner surface facing the back surface of the brake disk is formed at an end of the rib on the outer peripheral side of the brake disk. That is, the rib is not a solid rib but a hollow rib. Therefore, a gap (space) is formed between the rib and the back surface of the brake disk. As the gap is formed, the volume of the rib is reduced, and the plastic deformation of the brake disk is suppressed. As a result, the gap distance between the rib and the annular member is unlikely to change.
  • the inner peripheral end of the inner surface of the rib is located closer to the inner peripheral side of the brake disc than the fastening position between the brake disc and the annular member.
  • the brake disc and the annular member are fastened by bolts.
  • the stress applied to the bolt tends to increase.
  • the stress applied to the bolt is small.
  • the volume of the rib of the brake disc of this embodiment is small. Therefore, even if the rib is disposed in the inner peripheral region of the brake disk, plastic deformation of the brake disk can be suppressed.
  • the gradient of the outer peripheral surface of the brake disc facing the annular member of the rib with respect to the rear surface of the brake disc increases toward the outer peripheral side of the brake disc. It is preferable that the outer peripheral side of the brake disc of the rib has a smaller gradient with respect to the rear surface of the brake disc toward the outer peripheral side of the brake disc.
  • the outer surface of the rib is streamlined. If the outer surface of the rib is streamlined, the wind passing through the air passage can be gradually rectified, and wind noise is further suppressed.
  • axial direction means the axial direction of the brake disc.
  • the axial direction of the brake disc coincides with the direction of the axle of the railway vehicle.
  • FIG. 1 is a front view of a brake device for a railway vehicle.
  • FIG. 1 is a view seen from the axial direction and seen from the outside of the annular member.
  • the annular member 5 is a wheel, and the brake caliper is omitted.
  • the brake device brakes the annular member 5 attached to the axle 4.
  • the brake device includes a brake disc 1 and a brake lining 3.
  • the brake disc 1 is fastened to the plate portion of the annular member 5 of the railway vehicle by a bolt 10 and rotates together with the annular member.
  • the outer edge 11 and the inner edge 12 of the brake disc 1 are circular when viewed in the axial direction. That is, the brake disc has a donut shape when viewed in the axial direction.
  • the axle 4 passes inside the inner edge 12.
  • the material of the brake disc is, for example, steel, carbon fiber composite material or the like.
  • the brake disc 1 is provided with a bolt hole 27.
  • the bolt hole 27 penetrates the brake disc 1 along the axial direction of the brake disc 1.
  • the bolt 10 is passed through the bolt hole 27 and fastened to the nut.
  • 10 to 12 bolt holes 27 are provided at equal intervals along the circumferential direction of the brake disc 1.
  • the bolt hole 27 is provided near the center between the inner edge 12 and the outer edge 11 in the radial direction of the brake disk 1.
  • FIG. 2 is a cross-sectional view taken along line II-II in FIG.
  • two brake discs 1, one brake caliper 2, and two brake linings 3 are shown, but these are symmetrical shapes. Therefore, hereinafter, one brake disk 1, one brake lining 3, and one brake caliper 2 will be described.
  • the surface 13 of the brake disc 1 faces the brake lining 3. That is, the surface 13 of the brake disc 1 is a sliding surface between the brake disc 1 and the brake lining 3.
  • the brake lining 3 has a known configuration.
  • the rear surface 14 of the brake disc 1 is disposed on the opposite side of the front surface 13 along the axial direction of the brake disc 1. That is, when the brake disk 1 is fixed to the annular member 5, the front surface 13 faces outward and the back surface 14 faces the annular member 5.
  • the brake device further includes a brake caliper 2.
  • the brake caliper 2 includes an arm 6 and a brake cylinder 7.
  • a brake lining 3 is attached to one end of the arm 6.
  • the other end of the arm 6 is connected to the brake cylinder 7.
  • the brake cylinder 7 is, for example, a pneumatic cylinder or a hydraulic cylinder.
  • the arm 6 includes a fulcrum 8. When the brake cylinder 7 is activated during braking of the railway vehicle, the arm 6 rotates about the fulcrum 8. As a result, the brake lining 3 is pressed against the brake disc 1.
  • the annular member 5 is braked by friction between the brake lining 3 and the brake disc 1.
  • a bracket (not shown) is attached to the fulcrum 8. The bracket is fixed to the bogie of the railway vehicle.
  • FIG. 3 is a rear view of the brake disc.
  • FIG. 3 is a view as seen from the axial direction, and is a view of the brake disc as seen from the annular member side.
  • the brake disk 1 includes a plurality of fins 15 and ribs 26.
  • the plurality of fins 15 are arranged on the back surface 14 along the circumferential direction of the brake disc 1.
  • the plurality of fins 15 are arranged at equal intervals in the circumferential direction of the brake disc 1.
  • the plurality of fins 15 extend from the inner edge 12 to the outer edge 11 along the radial direction of the brake disc 1.
  • FIG. 3 shows a case where twelve fins 15 are provided in the brake disc 1, the number of fins 15 is not limited to this. 3 shows the case where the bolt holes 27 are provided in all the fins 15.
  • the fin 15 provided with the bolt holes 27 and the fin 15 not provided with the bolt holes 27 are provided. You may arrange
  • the arrangement of the fins 15 provided with the bolt holes 27 and the fins 15 not provided with the bolt holes 27 is not particularly limited.
  • FIG. 4 is a cross-sectional view taken along line IV-IV in FIG.
  • the axial lengths of the plurality of fins 15 are the same as the distance between the brake disc 1 and the annular member 5. That is, when the brake disk 1 is attached to the annular member, the ends of the plurality of fins 15 opposite to the back surface 14 come into contact with the annular member 5.
  • FIG. 5 is a perspective view showing fins and ribs.
  • FIG. 5 the figure which looked at each half and the rib 26 of two adjacent fins 15 from the back surface 14 side of the brake disc 1 is shown.
  • the annular member and the brake disc 1 rotate, so that air flows through the air passage 16 formed by the adjacent two fins 15, the rear surface 14 of the brake disc, and the annular member (not shown) ( (See arrows in FIG. 5).
  • the back surface 14 of the brake disc 1 is cooled.
  • ribs 26 are provided to suppress the generation of wind noise while maintaining the cooling performance of the brake disc 1.
  • Ribs 26 are arranged on the back surface 14 of the brake disc 1 and connect two adjacent fins 15 in the circumferential direction of the brake disc 1.
  • the ribs 26 extend from the inner peripheral side of the brake disc 1 to the outer peripheral side along the radial direction of the brake disc 1.
  • the end 17 of the rib 26 on the inner peripheral side of the brake disk 1 is coupled to the back surface 14 of the brake disk 1.
  • the end 19 on the outer peripheral side of the brake disk 1 of the rib 26 is not directly coupled to the back surface 14 of the brake disk 1.
  • the outer peripheral end 19 of the rib 26 is separated from the back surface 14. For this reason, there is a space between the rib 26 and the back surface 14 of the brake disk 1, and the rib 26 includes an inner surface 23 that faces the back surface 14 of the brake disk 1.
  • the inner surface 23 is formed at least at the end 19 of the rib 26 on the outer peripheral side of the brake disk 1.
  • the volume of the space between the inner surface 23 and the rear surface 14 of the brake disk 1 and the volume of the rib 26 are reduced. Moreover, if it is such a structure, the outer peripheral side of the rib 26 will be opened. Therefore, the rib 26 can be formed by machining or the like.
  • the temperature of the brake disc 1 becomes high due to friction between the brake disc 1 and the brake lining 3.
  • the temperature of the region in contact with the brake lining 3 of the brake disc 1 is higher than the temperature of the region not in contact with the brake lining 3.
  • the high temperature region tends to thermally expand
  • the low temperature region does not expand much, so the thermal expansion of the high temperature region is constrained by the low temperature region. Therefore, compressive stress is generated in the high temperature region. When the compressive stress exceeds a predetermined value, the brake disk 1 is plastically deformed.
  • the volume of the rib 26 is small in the brake disc 1 of the present embodiment. Therefore, even if the rib 26 is provided, the compressive stress in the high temperature region of the brake disc 1 is suppressed. That is, the plastic deformation of the brake disc 1 is suppressed, and the change in the distance D between the rib 26 and the annular member 5 is suppressed. As a result, the air flow in the air passage can be rectified over a long period of time, and the generation of wind noise can be suppressed while maintaining the cooling performance of the brake disc.
  • the fastening position P means a position on a virtual circle passing through the inner peripheral end of each bolt hole 27 on the back surface 14 of the brake disk 1 (broken line circle in FIG. 6).
  • the flow velocity of the air on the inner peripheral side of the air passage 16 is slower than that on the outer peripheral side. If the flow rate of air becomes high, it is difficult to control the flow. Therefore, it is more effective to suppress wind noise by rectifying the air in the ventilation path 16 before the air flow rate becomes faster. If the ribs 26 are arranged on the inner peripheral side of the brake disk 1, the air is rectified by the ribs 26 at a stage where the flow velocity of the air that has entered the air passage 16 is slow, so that wind noise is further suppressed.
  • the volume of the rib 26 is small, even if the rib 26 is provided on the inner peripheral side of the brake disc 1, the region on the inner peripheral side of the brake disc 1 is hardly plastically deformed. That is, even if the temperature of the brake disc 1 is increased by braking the railway vehicle, the stress applied to the bolt can be reduced. Therefore, the attachment position of the rib 26 can be arbitrarily selected, and the degree of freedom in design is high.
  • the inner surface 23 of the rib 26 is preferably provided in a region of L / 3 or more from the tip of the outer periphery of the brake disk 1 of the rib 26. . More preferably, the inner surface 23 of the rib 26 is preferably provided in a region of L / 2 or more from the tip of the rib 26 on the outer peripheral side of the brake disk 1.
  • the outer surface 22 of the rib 26 is preferably streamlined. This is because if the outer surface 22 of the rib 26 is streamlined, the wind passing through the air passage 16 can be gradually rectified.
  • the shape of the streamlined outer surface 22 will be described.
  • the outer surface 22 of the rib 26 on the inner peripheral side of the brake disk 1 has a gradient with respect to the rear surface 14 of the brake disk.
  • the gradient with respect to the back surface 14 of the outer surface 22 on the inner peripheral side of the brake disc 1 gradually increases from the inner peripheral side to the outer peripheral side of the brake disc 1. That is, the outer surface 22 on the inner peripheral side of the brake disc 1 has a curved shape in which the curvature gradually increases in a cross-sectional view along the axial direction.
  • the gradient with respect to the back surface 14 means an angle formed by a tangent of an arbitrary point on the outer surface 22 and the back surface 14 in a sectional view along the axial direction.
  • the gradient with respect to the back surface 14 of the brake disk 1 is 90 degrees or less.
  • the outer surface 22 of the rib 26 on the outer peripheral side of the brake disc 1 has a gradient with respect to the rear surface 14 of the brake disc 1.
  • the gradient with respect to the rear surface 14 gradually decreases as it goes from the inner peripheral side to the outer peripheral side of the brake disc 1. That is, the outer surface 22 on the outer peripheral side of the brake disc 1 has a curved shape with a gradually decreasing curvature in a cross-sectional view along the axial direction.
  • the outer surface 22 on the outer peripheral side of the brake disc 1 is finally parallel to the rear surface 14 of the brake disc (gradient is 0), and the outer surface 22 of the rib 26 is interrupted there.
  • the outer surface on the inner peripheral side of the brake disk 1 of the rib 26 and the outer surface on the outer peripheral side are smoothly connected. Further, the axial distance between the outer surface 22 of the rib and the annular member 5 becomes shorter from the inner peripheral side to the outer peripheral side of the brake disc 1.
  • the volume of the rib 26 relative to the volume of the brake disk 1 is preferably 0.05 or less. As shown in the examples described later, when the volume of the rib 26 with respect to the volume of the brake disk 1 is 0.05 or less, the stress applied to the bolt is suppressed. More preferably, the volume of the rib 26 with respect to the volume of the brake disk 1 is 0.03 or less. If the volume of the rib 26 with respect to the volume of the brake disk 1 is 0.03 or less, the stress applied to the bolt is suppressed to the same level as the brake disk 1 that does not include the rib 26.
  • the ribs 26 may be formed by machining or may be formed by casting.
  • FIG. 7 is a cross-sectional view along the axial direction.
  • the annular member 5 is disposed on the inner side of the wheel 30 in the railway vehicle, and has a circular outer shape when viewed in the axial direction.
  • the inner edge of the annular member 5 is fixed to the axle 4 and rotates together with the axle 4.
  • the two brake discs 1 are connected by bolts 10 with the annular member 5 interposed therebetween. Even if it is such a structure, the effect similar to the above-mentioned embodiment can be acquired.
  • the FEM Finite Element Method
  • FIG. 8 is a cross-sectional view showing a rib of Comparative Example 1.
  • the brake disc of the comparative example was assumed to include a rib having no space between the back surface 14.
  • the circumferential speed of the brake disc that is, the speed of the railway vehicle was 360 km / h. It was assumed that a brake disk with a circumferential speed of 360 km / h was decelerated to 0 km / h in 175 seconds.
  • the material of the brake disc was steel with a tensile strength of 1100 MPa.
  • the length H of the rib 26 in the axial direction was 22 mm.
  • the bolt was placed in the radial center of the surface 13 of the brake disc.
  • the shapes of the outer surfaces 22 of the ribs 26 of the inventive examples 1 to 3 and the comparative example 1 were the same. *
  • the length L in the radial direction of the rib was 53 mm.
  • the rib was disposed at a position of 38 to 91 mm on the back surface 14.
  • the thickness of the rib of Invention Example 1 was 1 mm
  • the thickness of the rib of Invention Example 2 was 3 mm
  • the thickness of the rib of Invention Example 3 was 5 mm.
  • the length L in the radial direction of the rib was 72 mm.
  • the rib was disposed at a position of 38 to 110 mm on the back surface 14.
  • Table 1 shows the ratio of the volume of the rib to the volume of the brake disc (including the rib) of the present invention example and the comparative example.
  • FIG. 9 is a diagram showing the relationship between the rib volume and the plastic deformation of the brake disc.
  • the horizontal axis indicates the ratio of the volume of the rib to the volume of the brake disk, and the vertical axis indicates the increasing rate of the gap between the rib and the annular member.
  • white circles indicate the results of Invention Example 1
  • double circles indicate the results of Invention Example 2
  • black circles indicate the results of Invention Example 3
  • squares indicate the results of Comparative Example 1
  • triangles indicate the results of Comparative Example 2.
  • the increase rate of the clearance gap between a rib and an annular member was computed by the following formula
  • FIG. 10 is a diagram showing the relationship between the rib volume and the bolt tensile stress.
  • the horizontal axis indicates the ratio of the volume of the rib to the volume of the brake disc, and the vertical axis indicates the tensile stress (MPa) applied to the bolt.
  • MPa tensile stress
  • white circles indicate the results of Invention Example 1
  • double circles indicate the results of Invention Example 2
  • black circles indicate the results of Invention Example 3
  • squares indicate the results of Comparative Example 1
  • triangles indicate the results of Comparative Example 2.
  • FIG. 11 is a diagram showing the relationship between the rib volume and the bolt bending stress.
  • the horizontal axis represents the ratio of the volume of the rib to the volume of the brake disc, and the vertical axis represents the bending stress (MPa) applied to the bolt.
  • MPa bending stress
  • white circles indicate the results of Invention Example 1
  • double circles indicate the results of Invention Example 2
  • black circles indicate the results of Invention Example 3
  • squares indicate the results of Comparative Example 1
  • triangles indicate the results of Comparative Example 2.
  • the tensile stress and bending stress applied to the bolt increased as the volume of the rib with respect to the brake disc increased.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un disque de frein (1) qui comprend une pluralité d'ailettes (15) et de nervures (26). La pluralité d'ailettes (15) sont disposées le long de la direction circonférentielle de la surface arrière (15) du disque de frein (1) et s'étendent dans la direction radiale du disque de frein (1). Les nervures (26) sont disposées sur la surface arrière (14), relient deux ailettes adjacentes (15) et s'étendent depuis le côté circonférentiel interne vers le côté circonférentiel externe du disque de frein (1) le long de la direction radiale. Une portion d'extrémité (17) des nervures (26) sur le côté circonférentiel interne du disque de frein (1) est reliée à la surface arrière (14) du disque de frein (1), et une portion d'extrémité (19) des nervures (26) sur le côté circonférentiel externe du disque de frein (1) n'est pas reliée à la surface arrière (14) du disque de frein (1). Les nervures (26) présentent une surface interne (23) qui est formée au moins sur la portion d'extrémité (19) de la nervure (26) sur le côté circonférentiel externe du disque de frein (1), et qui fait face à la surface arrière (14) du disque de frein (1).
PCT/JP2019/013400 2018-03-30 2019-03-27 Disque de frein WO2019189487A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2020509271A JP6923073B2 (ja) 2018-03-30 2019-03-27 ブレーキディスク

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018-066477 2018-03-30
JP2018066477 2018-03-30

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WO2019189487A1 true WO2019189487A1 (fr) 2019-10-03

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TW (1) TWI700206B (fr)
WO (1) WO2019189487A1 (fr)

Cited By (2)

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Publication number Priority date Publication date Assignee Title
JP2021081036A (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
CN114930044A (zh) * 2019-12-23 2022-08-19 乐姆宝公开有限公司 盘式制动器盘、盘式制动器及制造方法

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CN104603491B (zh) * 2012-09-07 2017-09-15 新日铁住金株式会社 铁道车辆用制动盘
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Publication number Priority date Publication date Assignee Title
JPH08312698A (ja) * 1995-05-18 1996-11-26 Nissan Motor Co Ltd ベンチレーテッドロータ
JP2006125553A (ja) * 2004-10-29 2006-05-18 Toyota Motor Corp ディスクロータの冷却構造
JP2007205428A (ja) * 2006-01-31 2007-08-16 Sumitomo Metal Ind Ltd 鉄道車両用ブレーキディスク
WO2017099073A1 (fr) * 2015-12-08 2017-06-15 東日本旅客鉄道株式会社 Disque de frein pour véhicule ferroviaire

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021081036A (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
JP7343772B2 (ja) 2019-11-21 2023-09-13 日本製鉄株式会社 鉄道車両用ディスクブレーキ装置
CN114930044A (zh) * 2019-12-23 2022-08-19 乐姆宝公开有限公司 盘式制动器盘、盘式制动器及制造方法

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