Brake pads for light rail brake discs

Abstract

A braking pad for a braking disc for a light rail system according to the present invention comprises: a braking pad body having an outer side with a curved arc shape and an inner side with a straight shape; a center slot formed across the center of the braking pad body; a first slot arranged parallel to the center slot, spaced apart from the center slot by a predetermined distance; a second slot arranged parallel to the first slot, spaced apart from the first slot by a predetermined distance; a third slot formed to cross the center of the center slot, the first slot, and the second slot; a fourth slot arranged parallel to the center slot, spaced apart from the center slot by a predetermined distance; a fifth slot arranged parallel to the fourth slot, spaced apart from the fourth slot by a predetermined distance; and a sixth slot formed to cross the center of the center slot, the fourth slot, and the fifth slot. With respect to the center slot, the first to third slots and the fifth to seventh slots have shapes that are symmetrical to each other.

Description

Technology Field

[0001] The present invention relates to a braking pad for a braking disc for a light rail. Background Technology

[0002] Railway vehicles are provided with braking systems that allow for the control of the speed of the railway vehicle as well as the ability to stop it. In particular, because railway vehicles are excessively heavy and move along limited rails, the reliability of the braking system must be ensured.

[0003] In addition, various types of braking devices are equipped to stop railway vehicles during operation. Among these, in a type where brake discs are mounted on both sides of the wheels, the discs are bolted to the wheels, and braking force is generated by the compression of the brake pads. With this type of braking device, braking is achieved when the railway vehicle reduces speed or comes to a stop by the caliper pressing the brake pads against the brake discs.

[0004] However, during the process of braking a railway vehicle using such a braking device, wear particles are generated due to friction between the brake disc and the brake pad.

[0005] These wear particles are discharged through holes created in the brake pads, but if proper discharge does not occur, a problem arises in which high-hardness foreign matter, consisting of wear particles from the brake disc and wear particles from the brake pads combined, becomes embedded in the brake pads.

[0006] Accordingly, technology is required to smoothly discharge high-temperature wear particles and control the temperature at the friction interface. The problem to be solved

[0007] The present invention has a technical objective of providing a braking pad for a braking disc for a light iron that allows high-temperature wear particles to be smoothly discharged in order to solve the aforementioned problems.

[0008] However, the technical problems that this embodiment aims to solve are not limited to the technical problems described above, and other technical problems may exist. means of solving the problem

[0009] As a technical means for solving the aforementioned technical problem, a brake pad for a brake disc for a light rail system according to an embodiment of the present invention comprises: a brake pad body having an outer side with a curved arc shape and an inner side with a straight shape; a center slot formed across the center of the brake pad body; a first slot arranged parallel to the center slot, spaced apart from the center slot by a predetermined distance; a second slot arranged parallel to the first slot, spaced apart from the first slot by a predetermined distance; a third slot formed to cross the center of the center slot, the first slot, and the second slot; a fourth slot arranged parallel to the center slot, spaced apart from the center slot by a predetermined distance; a fifth slot arranged parallel to the fourth slot, spaced apart from the fourth slot by a predetermined distance; and a sixth slot formed to cross the center of the center slot, the fourth slot, and the fifth slot. Based on the center slot, the first to third slots and the fifth to seventh slots Slots have shapes that are symmetrical to each other. Effects of the invention

[0010] According to the means for solving the problem of the present invention described above, high-temperature wear particles can be smoothly discharged.

[0011] In addition, it is possible to control the temperature at the friction interface and regulate changes in the friction area caused by thermal expansion of the brake pad. Brief explanation of the drawing

[0012] FIG. 1 is a drawing illustrating a braking system for a light rail transit according to an embodiment of the present invention. FIG. 2 is a drawing illustrating the structure of a braking pad according to an embodiment of the present invention. Figure 3 is an example of a chamfer structure. FIG. 4 is a drawing illustrating the first braking pad portion (101) according to an embodiment of the present invention. Figure 5 is a diagram showing the results of a friction coefficient stabilization experiment using a braking pad according to an embodiment of the present invention. Specific details for implementing the invention

[0013] The present invention will be described in detail below with reference to the attached drawings. However, the present invention may be embodied in various different forms and is not limited to the embodiments described herein. Furthermore, the attached drawings are intended only to facilitate understanding of the embodiments disclosed in this specification, and the technical concept disclosed in this specification is not limited by the attached drawings. In order to clearly explain the present invention in the drawings, parts unrelated to the explanation have been omitted, and the size, form, and shape of each component shown in the drawings may be varied in various ways. Identical or similar parts throughout the specification are denoted by identical or similar reference numerals.

[0014] In the following description, suffixes such as "module" and "part" for components are assigned or used interchangeably solely for the ease of drafting the specification, and do not inherently possess distinct meanings or roles. Furthermore, in describing the embodiments disclosed in this specification, detailed descriptions of related prior art have been omitted where it is determined that such detailed descriptions could obscure the essence of the embodiments disclosed in this specification.

[0015] Throughout the specification, when it is stated that a part is "connected (connected, contacted, or coupled)" to another part, this includes not only cases where they are "directly connected (connected, contacted, or coupled)," but also cases where they are "indirectly connected (connected, contacted, or coupled)" with other members interposed therebetween. Furthermore, when it is stated that a part "includes (provides, or provides)" a certain component, this means that, unless specifically stated otherwise, it does not exclude other components but rather allows for additional "included (provided, or provided)" of other components.

[0016] Terms indicating ordinal numbers, such as first, second, etc., used in this specification are used solely for the purpose of distinguishing one component from another and do not limit the order or relationship of the components. For example, the first component of the present invention may be named the second component, and similarly, the second component may be named the first component.

[0017] FIG. 1 is a drawing illustrating a braking system for a light rail transit according to an embodiment of the present invention.

[0018] Referring to FIG. 1, a brake pad (20) for braking a railway vehicle is attached to a brake disc (10) installed on the wheel of the railway vehicle. When the railway vehicle is in motion, the brake pad is separated from the brake disc as shown in (a). Meanwhile, when the railway vehicle brakes, the brake pad comes into close contact with the brake disc as shown in (b). As the brake pad comes into close contact with the brake disc, frictional heat is generated, and the kinetic energy is converted into thermal energy, thereby enabling the railway vehicle to brake.

[0019] FIG. 2 is a drawing illustrating the structure of a braking pad according to an embodiment of the present invention, and FIG. 3 is an example drawing of a chamfered structure.

[0020] Referring to FIG. 2, the braking pad (20) includes a braking pad body (100), a center slot (200), a first slot (300), a second slot (400), a third slot (500), a fourth slot (600), a fifth slot (700), and a sixth slot (800).

[0021] The outer side of the braking pad body (100) is formed to have a curved arc shape, and the inner side is formed to have a straight shape.

[0022] The head portion (102) and the tail portion (104) of the braking pad body (100) may each be formed to have a chamfered shape. A chamfered shape is a shape in which the corners are cut at an angle to remove sharp edges. For example, the chamfered shape may be as shown in FIG. 3.

[0023] Figure 3(a) shows a state without a chamfered shape, and (b) shows a state with a chamfered shape.

[0024] As the head portion (102) and tail portion (104) of the brake pad body (100) have a chamfered shape, wear particles attached to the surface of the brake disc (20) can be swept away. In addition, uneven wear that may occur on the brake pad (20) due to thermal expansion can be mitigated.

[0025] Referring again to FIG. 2, a center slot (200) is formed in the center of the brake pad body (100). The center slot (200) may be formed to cross one direction of the brake pad body (100). For example, the center slot (200) may be formed to cross the center of the inner surface and the center of the outer surface of the brake pad body (100).

[0026] The braking pad body (100) may have a shape that is divided based on the center slot (200). That is, the first braking pad part (101) including the head part (102) and the second braking pad part (103) including the tail part (104) in the braking pad body (100) may have shapes that correspond to each other based on the center slot (200).

[0027] The first slot (300) is formed between the center slot (200) and the head portion (102), spaced apart from the center slot (200) by a predetermined distance and parallel to the center slot (200).

[0028] The second slot (400) is formed parallel to the first slot (300) and spaced apart from the first slot (300) by a predetermined distance between the center slot (200) and the head portion (102).

[0029] That is, the second slot (200) can be formed close to the head portion (102), and the first slot (300) can be formed close to the center slot (200).

[0030] Additionally, the distance at which the second slot (400) is spaced from the center slot (200) may be greater than the distance at which the first slot (300) is spaced from the center slot (200).

[0031] Additionally, the third slot (500) is formed to cross the center of the center slot (200), the first slot (300), and the second slot (400).

[0032] The third slot (500) can be formed so that the center slot (200), the first slot (300), and the second slot (400) are each divided into equal sizes by the third slot (500).

[0033] The fourth slot (600) is formed between the center slot (200) and the tail portion (104), spaced apart from the center slot (200) by a predetermined distance and parallel to the center slot (200).

[0034] The fifth slot (700) is formed between the center slot (200) and the tail portion (104), spaced apart from the fourth slot (600) by a predetermined distance and parallel to the fourth slot (600).

[0035] That is, the fifth slot (700) can be formed close to the tail portion (104), and the fourth slot (600) can be formed close to the center slot (200).

[0036] Additionally, the distance at which the fifth slot (700) is spaced from the center slot (200) may be greater than the distance at which the fourth slot (600) is spaced from the center slot (200).

[0037] Additionally, the sixth slot (800) is formed to cross the center of the center slot (200), the fourth slot (600), and the fifth slot (700).

[0038] The sixth slot (800) can be formed so that the center slot (200), the fourth slot (600), and the fifth slot (700) are each divided into equal sizes by the sixth slot (800).

[0039] FIG. 4 is a drawing illustrating the first braking pad portion (101) according to an embodiment of the present invention.

[0040] Referring to FIG. 4, the head portion (102) of the first braking pad portion (101) may be formed with a chamfered structure. Here, the chamfered structure of the head portion (102) is formed to have a length of 20 mm from the inner side of the braking pad body (100) to one end, and the width of the chamfered structure may be 3 mm.

[0041] The first slot (300) and the second slot (400) may be formed to have an angle of 15° from the center slot (200) and the inner end of the braking pad body (100). That is, the first slot (300) and the second slot (400) may be formed to spread 15° to the left relative to the center slot (200).

[0042] The distance between the center slot (200) and the first slot (300) at the inner end of the brake pad body (100) can be formed to be smaller than the distance between the center slot (200) and the first slot (300) at the outer end of the brake pad body (100).

[0043] Additionally, the distance between the center slot (200) and the second slot (400) at the inner end of the braking pad body (100) can be formed to be smaller than the distance between the center slot (200) and the second slot (400) at the outer end of the braking pad body (100).

[0044] Additionally, the distance between the first slot (300) and the second slot (500) at the inner end of the braking pad body (100) can be formed to be equal to the distance between the first slot (300) and the second slot (400) at the outer end of the braking pad body (100).

[0045] The third slot (500) can be formed such that the first slot (300) and the second slot (400) are divided into equal sizes. For example, if the length of the center slot (200) is 116 mm, the length of each center slot (300) divided by the third slot (500) can be 55 mm.

[0046] Additionally, the first slot (300), the second slot (400), and the third slot (500) may be formed to have a width of 4 to 6 mm.

[0047] Meanwhile, the center slot (200) in the first braking pad portion (101) may be formed to have a width of 2 to 3 mm. However, the center slot (200) is also included in the second braking pad portion (103), and the center slots (200) of the first braking pad portion (101) and the second braking pad portion (103) may be configured to be connected to each other.

[0048] Accordingly, the entire center slot (200) can be formed to have a width of 4 to 6 mm.

[0049] Meanwhile, although the first braking pad section (101) was described in FIG. 4, the first braking pad section (101) and the second braking pad section (103) have corresponding configurations, and the configuration of the first braking pad section (101) can be applied in the same way to the second braking pad section (103).

[0050] For example, the head portion (102) of the first braking pad portion (101) may correspond to the tail portion (104) of the second braking pad portion (103), and the first slot (300), second slot (400), and third slot (500) of the first braking pad portion (101) may correspond to the fourth slot (600), fifth slot (700), and sixth slot (800) of the second braking pad portion (103), respectively.

[0051] Figure 5 is a diagram showing the results of a friction coefficient stabilization experiment using a braking pad according to an embodiment of the present invention.

[0052] Figure 5 (1) is the result of an experiment using a conventional braking pad, and (2) is the result of an experiment using a braking pad according to an embodiment of the present invention.

[0053] The graph shown in Fig. 5 is the result of repeating the measurement of the average friction coefficient twice, 100 times each, for the braking pad for (1) and the braking pad for (2) at a constant speed and constant pressure.

[0054] Referring to Fig. 5, it can be seen that in case (1), the coefficient of friction increases up to 20 times and then decreases again at 40 times. On the other hand, in case (2), the coefficient of friction remains at a low level of change up to 40 times, and then increases.

[0055] According to an embodiment of the present invention, the braking pad (20) can facilitate the discharge of wear particles without excessively subdividing the slots, taking into account the strength of the slots. Additionally, due to the chamfered structure applied to the head portion (101) and tail portion (103) where contact occurs between the braking disc (10) and the braking pad (20), wear particles attached to the surface of the braking disc (10) can be swept away and discharged to the outside.

[0056] A person skilled in the art to which the present invention pertains will understand that, based on the foregoing description, other specific forms can be easily modified without altering the technical spirit or essential features of the present invention. Therefore, the embodiments described above should be understood as illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims set forth below, and all modifications or variations derived from the meaning and scope of the claims and equivalent concepts should be interpreted as being included within the scope of the present invention.

[0057] The scope of the present invention is defined by the claims set forth below rather than by the detailed description above, and all modifications or variations derived from the meaning and scope of the claims and the concept of equivalents thereof should be interpreted as being included within the scope of the present invention. Explanation of the symbols

[0058] 20: Braking pad 100: Braking pad body 200: Center slot 300: 1st slot 400: 2nd slot 500: 3rd slot 600: 4th slot 700: 5th slot 800: 6th slot

Claims

Claim 1 A brake pad for a brake disc for a light rail system, comprising: a brake pad body having an outer side with a curved arc shape and an inner side with a straight shape; a center slot formed across the center of the brake pad body; a first slot arranged parallel to the center slot, spaced apart from the center slot by a predetermined distance; a second slot arranged parallel to the first slot, spaced apart from the first slot by a predetermined distance; a third slot formed to cross the center of the center slot, the first slot, and the second slot; a fourth slot arranged parallel to the center slot, spaced apart from the center slot by a predetermined distance; a fifth slot arranged parallel to the fourth slot, spaced apart from the fourth slot by a predetermined distance; and a sixth slot formed to cross the center of the center slot, the fourth slot, and the fifth slot, wherein the first to third slots and the fifth to seventh slots have shapes that are symmetrical to each other with respect to the center slot. Claim 2 A braking pad according to claim 1, characterized in that the distance at which the second slot is spaced from the center slot is greater than the distance at which the first slot is spaced from the center slot, and the distance at which the fifth slot is spaced from the center slot is greater than the distance at which the fourth slot is spaced from the center slot. Claim 3 A brake pad according to claim 1, wherein the brake pad body comprises a first brake pad portion including a head portion; and a second brake pad portion including a tail portion, wherein the head portion and the tail portion each have a chamfered shape. Claim 4 A braking pad according to claim 3, wherein the first slot and the second slot are formed between the head portion and the center slot, the first slot is formed in close proximity to the center slot, and the second slot is formed in close proximity to the head portion. Claim 5 A braking pad according to claim 3, wherein the fourth slot and the fifth slot are formed between the tail portion and the center slot, the fourth slot is formed in close proximity to the center slot, and the fifth slot is formed in close proximity to the tail portion. Claim 6 A braking pad according to claim 1, characterized in that the first slot, the second slot, the fourth slot, and the fifth slot are formed to have an angle of 15° from the center slot and the inner end of the braking pad body. Claim 7 A braking pad according to claim 1, wherein the first slot and the second slot are formed to spread 15° to the left with respect to the center slot, and the fourth slot and the fifth slot are formed to spread 15° to the right with respect to the center slot. Claim 8 A brake pad according to claim 1, wherein the distance between the center slot and the first slot at the inner end of the brake pad body is formed to be smaller than the distance between the center slot and the first slot at the outer end of the brake pad body, and the distance between the center slot and the fourth slot at the inner end of the brake pad body is formed to be smaller than the distance between the center slot and the fourth slot at the outer end of the brake pad body. A brake pad wherein the distance between the first slot and the second slot at the inner end of the brake pad body is formed to be equal to the distance between the first slot and the second slot at the outer end of the brake pad body, and the distance between the fourth slot and the fifth slot at the inner end of the brake pad body is formed to be equal to the distance between the fourth slot and the fifth slot at the outer end of the brake pad body. Claim 9 A brake pad according to claim 1, wherein the distance between the first slot and the second slot at the inner end of the brake pad body is formed to be equal to the distance between the first slot and the second slot at the outer end of the brake pad body, and the distance between the fourth slot and the fifth slot at the inner end of the brake pad body is formed to be equal to the distance between the fourth slot and the fifth slot at the outer end of the brake pad body.

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