Railway vehicle disc brake device

Abstract

A disc brake device (100) includes a rotating member (10), a brake disc (20), a control member (30), and a fastening member (40). The brake disc (20) includes a ring-shaped disc body (21) and a plurality of fins (22). The control member (30) includes a base plate (31) and a protrusion (32) and controls an amount of air passing between adjacent fins (22). At least one of the fins (22) has a fastening hole (222) including a small-diameter portion (222b). The base plate (31) has a through hole (311). A shaft portion (42) of the fastening member (40) penetrates the small-diameter portion (222b) and the through hole (311). A peripheral edge of the through hole (311) is disposed on an outer peripheral side of a peripheral edge of the small-diameter portion (222b).

Description

Technical Field

[0001] This disclosure relates to a disc brake device for railway vehicles. Background Technology

[0002] Disc brakes are widely used as braking devices for railway vehicles. A disc brake consists of a ring-shaped brake disc and brake friction pads. The brake disc is, for example, fastened to the wheel and rotates with it. The brake friction pads are pressed against the brake disc. Through the friction between the brake friction pads and the brake disc, the brake disc and the wheel are braked.

[0003] For brake discs used in disc brake systems on railway vehicles, sufficient cooling performance is required to ensure their durability. To ensure cooling performance during braking, multiple fins are typically formed radially on the back of the brake disc. Each fin contacts the wheel, creating a ventilation path between the back of the brake disc and the wheel. This ventilation path allows air to pass from the inner circumference of the brake disc to the outer circumference as the brake disc rotates with the wheel. The brake disc is cooled by the air flowing within the ventilation path.

[0004] However, during the operation of railway vehicles, air flows through the ventilation path between the brake discs and wheels, generating aerodynamic noise. In particular, when railway vehicles travel at high speeds, the airflow within the ventilation path increases, resulting in greater aerodynamic noise.

[0005] In response, Patent Document 1 discloses a disc brake device in which adjacent fins are connected to each other circumferentially by a connecting portion. In this disc brake device, the connecting portion forms a portion with the smallest cross-sectional area among the ventilation paths between the fins. According to Patent Document 1, the sum of the smallest cross-sectional areas of the ventilation paths is set to 18000 mm². 2 The following measures can reduce aerodynamic noise during high-speed driving.

[0006] In Patent Document 1, the connecting portion for reducing aerodynamic noise is integrally formed with the brake disc body and fins. Therefore, the rigidity of the portion near the connecting portion in the brake disc is greater than that of other parts. Consequently, during braking, the brake pads slide relative to the brake disc, and when frictional heat is generated, the portion near the connecting portion is less prone to thermal deformation compared to other parts, causing the brake disc to warp. As a result, the load on the fastening members that secure the brake disc to the wheel increases.

[0007] Therefore, Patent Document 2 proposes a technology in which an aerodynamic noise reduction component (control component) separate from the brake disc is provided in a disc brake device. According to Patent Document 2, a portion of the ventilation path can be closed by a protrusion provided in the control component, thereby suppressing the flow of air within the ventilation path and reducing aerodynamic noise generated during the operation of railway vehicles. Furthermore, since the brake disc and the control component are independent components, the protrusion of the control component does not affect the rigidity of the brake disc.

[0008] Prior technology documents

[0009] Patent documents

[0010] Patent Document 1: Japanese Patent Application Publication No. 2007-205428

[0011] Patent Document 2: International Publication No. 2019 / 194203 Summary of the Invention

[0012] The technical problem that the invention aims to solve

[0013] However, in the disc brake device of Patent Document 2, the control member is positioned between a rotating component such as a wheel and the brake disc, and is fastened to the rotating component together with the brake disc by a fastening member. The shaft portion of the fastening member extends from the brake disc toward the rotating component via a through hole provided in the control member. When the rotating component is braked by this disc brake device, the brake disc undergoes thermal deformation due to the frictional heat between the brake disc and the brake pads. The brake disc first thermally expands axially outward (towards the brake pads), and after a certain period of time from the start of braking, it also thermally expands radially outward. On the other hand, the control member separates from the sliding portion between the brake disc and the brake pads, and therefore does not undergo significant thermal deformation. Therefore, when the brake disc thermally expands and the fastening member moves accordingly, the shaft portion of the fastening member may interfere with the periphery of the through hole in the control member, potentially placing an excessive load on the control member.

[0014] The purpose of this disclosure is to reduce the load on the control components in a disc brake device for railway vehicles that includes control components for controlling the amount of air in the ventilation path.

[0015] means of solving technical problems

[0016] This disclosure discloses a disc brake device for railway vehicles. The disc brake device includes a rotating member, a brake disc, a control member, and a fastening member. The rotating member is mounted on the axle of the railway vehicle. The brake disc includes an annular disc body and a plurality of fins. The disc body has a back surface opposite to the rotating member. The fins are radially arranged on this back surface. The control member includes a base plate and a protrusion. The base plate is sandwiched between the rotating member and the fins. The protrusion protrudes from the base plate toward the disc body and is located among the fins adjacent to each other in the circumferential direction of the brake disc. The control member controls the airflow between adjacent fins. The fastening member fastens the brake disc and the control member to the rotating member. At least one of the fins has a first fastening hole. The first fastening hole includes a large-diameter portion and a small-diameter portion. The head of the fastening member is disposed in the large-diameter portion. The small-diameter portion has a diameter smaller than that of the large-diameter portion. The shaft portion of the fastening member extends through the small-diameter portion. The base plate has a through hole. A through hole is provided on the substrate corresponding to the first fastening hole. The shaft portion of the fastening member passes through the through hole. The periphery of the through hole is disposed on the outer periphery of the small-diameter portion of the first fastening hole.

[0017] The effects of the invention

[0018] According to this disclosure, in a disc brake device for railway vehicles that is equipped with a control member for controlling the amount of air in the ventilation path, the load on the control member can be reduced. Attached Figure Description

[0019] Figure 1 This is a longitudinal sectional view showing the general configuration of a disc brake device for railway vehicles according to an embodiment.

[0020] Figure 2 yes Figure 1 The rear view of the brake disc and control components included in the disc brake device shown.

[0021] Figure 3 yes Figure 2 Section III-III.

[0022] Figure 4 yes Figure 1 A partially enlarged view of the disc brake device shown.

[0023] Figure 5 This is a diagram showing the relationship between the radial position and the axial displacement during braking, for a control component of one embodiment.

[0024] Figure 6 This is a diagram showing the relationship between the radial position and the axial displacement during braking, for a control member according to another embodiment.

[0025] Figure 7It is a perspective view schematically representing the control components of the analysis model used in each embodiment. Detailed Implementation

[0026] The disc brake device described in this embodiment is a disc brake device for railway vehicles. The disc brake device includes a rotating member, a brake disc, a control member, and a fastening member. The rotating member is mounted on the axle of the railway vehicle. The brake disc includes an annular disc body and a plurality of fins. The disc body has a back surface opposite to the rotating member. The fins are radially arranged on this back surface. The control member includes a base plate and a protrusion. The base plate is sandwiched between the rotating member and the fins. The protrusion protrudes from the base plate toward the disc body and is located among the fins adjacent to each other in the circumferential direction of the brake disc. The control member controls the airflow between adjacent fins. The fastening member fastens the brake disc and the control member to the rotating member. At least one of the fins has a first fastening hole. The first fastening hole includes a large-diameter portion and a small-diameter portion. The head of the fastening member is disposed in the large-diameter portion. The small-diameter portion has a diameter smaller than that of the large-diameter portion. The shaft portion of the fastening member passes through the small-diameter portion. The base plate has a through hole. A through hole is provided on the substrate corresponding to the first fastening hole. The shaft portion of the fastening member passes through the through hole. The periphery of the through hole is disposed on the outer periphery of the small-diameter portion of the first fastening hole (first configuration).

[0027] According to the disc brake device configured in the first way, the airflow between adjacent fins along the circumferential direction on the back side of the brake disc body can be controlled by a control member. That is, in the disc brake device described above, the protrusion of the control member is located between adjacent fins, thus partially reducing the opening area of ​​the airflow path formed by these fins, the disc body, and the rotating member. This limits the airflow within the airflow path and reduces aerodynamic noise generated during railway vehicle operation.

[0028] In the first configuration, at least one of the fins provided in the brake disc has a first fastening hole. The first fastening hole includes a small-diameter portion through which the shaft portion of the fastening member passes. On the other hand, a through hole for the shaft portion of the fastening member to pass through is formed on the base plate of the control member. The periphery of this through hole is disposed on the outer periphery of the periphery of the small-diameter portion of the first fastening hole. That is, the periphery of the through hole of the control member is disposed away from the shaft portion of the fastening member compared to the periphery of the small-diameter portion of the first fastening hole of the brake disc. As a result, when the fastening member moves with the thermal expansion of the brake disc during braking, it is possible to prevent the shaft portion of the fastening member from interfering with the periphery of the through hole of the control member. Therefore, the load on the control member can be reduced.

[0029] The rotating member may have a second fastening hole. The second fastening hole is provided in the rotating member corresponding to the first fastening hole of the brake disc and the through hole of the control member. The shaft portion of the fastening member passes through the second fastening hole. Preferably, the periphery of the through hole is disposed on the outer periphery of the periphery of the second fastening hole (second configuration).

[0030] According to the second configuration, the periphery of the through hole is disposed on the outer periphery of the periphery of the second fastening hole, the through hole being formed in the substrate of the control member, and the second fastening hole being formed in the rotating member. Thus, the portion of the substrate of the control member near the through hole is held between the rotating member and the fin. Therefore, in the substrate of the control member, by axial loads from the head of the fastening member, it is possible to prevent the portion near the through hole from falling into the second fastening hole of the rotating member. That is, axial displacement of the control member can be reduced.

[0031] Preferably, the distance between the periphery of the through hole and the periphery of the second fastening hole is greater than 2.0 mm (third configuration).

[0032] According to the third configuration, the periphery of the through hole of the control member is more than 2.0 mm away from the periphery of the second fastening hole of the rotating member. As a result, it is possible to more reliably suppress the situation where the portion near the through hole falls into the second fastening hole of the rotating member in the substrate of the control member.

[0033] Preferably, the width of the through hole in the circumferential direction of the brake disc is less than the maximum width of the top surface of the fin having the first fastening hole (fourth configuration).

[0034] According to the fourth configuration, the width of the through hole formed in the substrate of the control member is smaller than the maximum width of the top surface of the fin. This prevents deformation from occurring as the fin falls into the through hole of the control member.

[0035] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. In the drawings, the same reference numerals are used to label the same or equivalent configurations, and the same descriptions will not be repeated.

[0036] [Overall Composition]

[0037] Figure 1 This is a longitudinal sectional view showing the general configuration of the disc brake device 100 for railway vehicles according to this embodiment. A longitudinal section is a cross-section obtained by cutting the disc brake device 100 with a plane including the central axis X. The central axis X is the axis of the axle 200 of the railway vehicle. Hereinafter, the direction in which the central axis X extends will be referred to as the axial direction.

[0038] like Figure 1 As shown, the disc brake device 100 includes a rotating member 10, a brake disc 20, a control member 30, and a fastening member 40.

[0039] The rotating member 10 is mounted on the axle 200 and rotates integrally with the axle 200 about the central axis X. In this embodiment, the rotating member 10 is a wheel of a railway vehicle and has a plate portion 11. However, the rotating member 10 may also be a disc other than a wheel. The rotating member 10 has a fastening hole 12 for the fastening member 40 to pass through. The fastening hole 12 extends axially through the rotating member 10.

[0040] Brake discs 20 are disposed on both sides of the disc-shaped rotating member 10. Control members 30 are disposed between the rotating member 10 and each brake disc 20. These brake discs 20 and control members 30 are fastened to the plate portion 11 of the rotating member 10 by fastening members 40. The fastening members 40 are typically made of bolts and nuts. In the axial direction, brake pads 50 are provided on the outer side of each brake disc 20.

[0041] [The Composition of Details]

[0042] Figure 2 This is a rear view (view of) one of the brake discs 20 and control members 30, which are arranged on both sides of the rotating member 10. Figure 2 The diagram shows a quarter circumference of the brake disc 20 and the control member 30. Hereinafter, the circumferential and radial directions of the brake disc 20 will be referred to simply as circumferential and radial.

[0043] Reference Figure 2 The brake disc 20 includes a disc body 21 and multiple fins 22.

[0044] The disc body 21 is annular. The disc body 21 is essentially a circular plate centered on the central axis X. The disc body 21 has a sliding surface 211 and a back surface 212. The sliding surface 211 is a surface disposed on one side of the disc body 21 along the axial direction. Brake friction lining 50 ( Figure 1 The rotor is pressed against the sliding surface 211 to generate braking force. The back surface 212 is a surface located on the other side of the axial direction in the disk body 21, and is adjacent to the rotating member 10. Figure 1 )relatively.

[0045] Multiple fins 22 are radially arranged on the back surface 212 of the disk body 21. These fins 22 extend radially from the inside to the outside of the disk body 21. Each fin 22 extends from the back surface 212 toward the rotating member 10. Figure 1 The fins protrude to the side. Therefore, a space is formed between the rotating member 10, the adjacent fins 22 in the circumferential direction, and the disc body 21. These spaces become ventilation paths for air to pass through when the brake disc 20 rotates together with the rotating member 10.

[0046] A portion of the fins 22 disposed in the disk body 21 have fastening holes 222, which are used to fasten the fastening member 40 ( Figure 1 ) through. Each fastening hole 222 is connected to the fastening hole 12 of the rotating member 10 ( Figure 1 Correspondingly, fastening holes 222 penetrate the disc body 21 and fins 22. Concave keyways 223 are formed on the top surface 221 of the other fins 22. A key (not shown) is embedded in the keyway 223, which is used to restrict the brake disc 20 from the rotating member 10. Figure 1 The relative rotation of the fins 22. The number of fins 22, the number of fastening holes 222, and the number of keyways 223 can be appropriately set. In the example of this embodiment, fastening holes 222 or keyways 223 are formed in all fins 22, but it is also possible that there are fins 22 without fastening holes 222 and keyways 223.

[0047] like Figure 2 As shown, the control member 30 is a component different from the brake disc 20. The control member 30 controls the airflow between circumferentially adjacent fins 22. The control member 30 includes a base plate 31 and a plurality of protrusions 32.

[0048] The substrate 31 is generally annular and is substantially coaxially arranged with the disk body 21. The substrate 31 is clamped in the rotating member 10. Figure 1 The rotating member 10 is in contact with one surface of the substrate 31, and the top surface 221 of the fin 22 is in contact with the other surface of the substrate 31.

[0049] In this embodiment, the length of the radially extending substrate 31 is approximately equal to the length of the radially extending top surface 221 of the fin 22. However, the length of the radially extending substrate 31 may be either longer or shorter than the length of the top surface 221 of the fin 22. If the length of the substrate 31 is shorter than the length of the top surface 221 of the fin 22, a recess for accommodating the substrate 31 may be formed on the top surface 221 of the fin 22.

[0050] In order to make fastening component 40 ( Figure 1 ) penetrating the substrate 31, and the fastening hole 12 of the rotating member 10 ( Figure 1 A plurality of through holes 311 are formed corresponding to the fastening holes 222 of the brake disc 20. In addition, in order to allow the aforementioned key (not shown) to penetrate the substrate 31, a plurality of openings 312 are formed corresponding to the keyway 223 of the brake disc 20.

[0051] Each through hole 311 has a circumferential width W. The width W of the through hole 311 is greater than the maximum width W of the top surface 221 of the fin 22 with the fastening hole 222. FSmaller. Width W is the length of the straight line connecting the circumferential ends in each through hole 311. Maximum width W F The maximum length of the straight line connecting the two sides of the top surface 221 of the fin 22 and orthogonal to the radial direction. The top surface 221 of the fin 22 has, for example, the maximum width W in the region where the fastening hole 222 opens. F .

[0052] Regarding the maximum width W of the fins F Preferably, the difference between the width W of the through hole 311 and the width W of the through hole is greater than 3.0 mm (W). F -W > 3.0 mm), more preferably, greater than 4.0 mm (W F -W > 4.0 mm). Although not particularly limited, the width W of the through hole 311 is, for example, less than 47.0 mm, preferably less than 44.0 mm, and more preferably less than 43.0 mm.

[0053] The through hole 311 can be formed in various shapes. In the example of this embodiment, the through hole 311 is circular in either a top or rear view of the control member 30. When the through hole 311 is circular, its width W is its diameter. However, the through hole 311 can also be elliptical in either a top or rear view of the control member 30. When the through hole 311 is elliptical with a major axis in the radial direction, its width W becomes its minor axis.

[0054] On one of the two surfaces of the substrate 31, on the side facing the brake disc 20, a plurality of protrusions 32 are formed. The protrusions 32 are spaced apart circumferentially. Each protrusion 32 protrudes from the substrate 31 toward the disc body 21 and is located between adjacent fins 22 in the circumferential direction. That is, a protrusion 32 is arranged one by one between adjacent fins 22 in the circumferential direction.

[0055] Figure 3 yes Figure 2 Sectional view III-III. (See example) Figure 3 As shown, each protrusion 32 protrudes from the substrate 31 toward the back surface 212 of the disc body 21. The front end of the protrusion 32 does not contact the back surface 212 of the disc body 21. Furthermore, the two side edges of the protrusion 32 do not contact the side surfaces 225 of the fins 22. Therefore, a roughly "U"-shaped space is formed between the protrusion 32 and the brake disc 20 when viewed radially.

[0056] The total cross-sectional area of ​​the approximately "U"-shaped spaces formed between the protrusions 32 and the brake disc 20 can be, for example, set to 18000 mm². 2The total cross-sectional area can be set to, for example, 2500 mm². 2 The above. The cross-sectional area of ​​the roughly "U"-shaped space refers to the minimum area of ​​the cross-section along the circumference of the roughly "U"-shaped space formed between each protrusion 32 and the brake disc 20. The sum of the cross-sectional areas refers to the value obtained by adding the cross-sectional areas of all spaces along the circumference.

[0057] In this embodiment, the protrusion 32 has a generally triangular longitudinal section (radial section). That is, the radially inner surface of the protrusion 32 slopes towards the back surface 212 of the disk body 21 as it approaches the outer periphery of the disk body 21. However, the shape of the protrusion 32 is not particularly limited. The protrusion 32 can be formed either hollow or solid. From the viewpoint of smoothly guiding air within the ventilation path, it is preferable that the surface of the protrusion 32 has a smooth shape without corners.

[0058] The control member 30 can be made of a thin-walled metal material with a plate thickness of 1.0 mm to 3.0 mm. The control member 30 is formed, for example, by stamping this thin-walled material. In this case, the base plate 31 and the plurality of protrusions 32 are integrally formed. However, it is also possible to form the base plate 31 and the protrusions 32 separately, and then fix the protrusions 32 to the base plate 31 by welding or the like.

[0059] The following is for reference Figure 4 The disc brake device 100, which includes a rotating member 10, a brake disc 20, a control member 30, and a fastening member 40, will be described in further detail. Figure 4 yes Figure 1 A magnified view of a portion of the image.

[0060] like Figure 4 As shown, the brake disc 20 and the control component 30 are fastened to the rotating component 10 by the fastening component 40. The fastening component 40 is inserted into the fastening hole 222, the through hole 311, and the fastening hole 12. The fastening hole 222 is provided in the brake disc 20, the through hole 311 is provided in the control component 30, and the fastening hole 12 is provided in the rotating component 10.

[0061] In the brake disc 20, the fastening hole 222 includes a large-diameter portion 222a and a small-diameter portion 222b. The small-diameter portion 222b, within the fastening hole 222, forms the end portion on the top surface 221 side of the fin 22. The small-diameter portion 222b has a diameter D larger than that of the large-diameter portion 222a. BL Smaller diameter D BS Due to the diameter difference between the large diameter portion 222a and the small diameter portion 222b, an annular bottom 224 is formed around the small diameter portion 222b.

[0062] In the large-diameter portion 222a, a head 41 of a fastening member 40 is disposed. The head 41 is either the head of a bolt or a nut. The head 41 within the large-diameter portion 222a is directly or indirectly supported by the bottom 224. In this embodiment, one or more disc springs 60 are disposed between the head 41 and the bottom 224. That is, the head 41 is supported by the bottom 224 via the disc springs 60. Regarding the thickness (axial length) of the bottom 224, from the viewpoint of ensuring strength, it is preferably 1.0 mm or more, and more preferably 2.0 mm or more. The thickness of the bottom 224 is, for example, 6.0 mm or less.

[0063] The shaft portion 42 of the bolt in the fastening member 40 passes through the small diameter portion 222b. The shaft portion 42 extends axially from the head 41 in the large diameter portion 222a and passes through the small diameter portion 222b, the through hole 311 of the control member 30, and the fastening hole 12 of the rotating member 10.

[0064] In the control member 30, each through hole 311 provided on the substrate 31 has a minimum and narrowest length L. Length L is the length of the shortest straight line connecting two points on the periphery of each through hole 311 and passing through the center of the through hole 311. In this embodiment, the through hole 311 is circular, therefore the length L is the diameter of the through hole 311 and the width W. Figure 2 The length L is equal to the minor axis of the through hole 311 when the through hole 311 is elliptical.

[0065] The length L of the through hole 311 is greater than the diameter D of the small diameter portion 222b of the fastening hole 222 in the brake disc 20. BS Larger. In other words, the opening area of ​​the through hole 311 is larger than the opening area of ​​the small diameter portion 222b. Therefore, the periphery of the through hole 311 is positioned on the outer periphery of the small diameter portion 222b. The length L of the through hole 311 is greater than the diameter D of the small diameter portion 222b. BS The preferred difference is 6.0 mm or more (L-D) BS ≥6.0mm). Diameter D of the small diameter portion 222b BS The diameter D of the fastening hole 12 provided in the rotating member 10 is greater than that of the other member. W Smaller.

[0066] The length L of the through hole 311 is further greater than the diameter D of the fastening hole 12 of the rotating member 10. W Larger. In other words, the opening area of ​​the through hole 311 is larger than the opening area of ​​the fastening hole 12. Therefore, the periphery of the through hole 311 is positioned on the outer periphery of the fastening hole 12. Preferably, the length L of the through hole 311 is greater than the diameter D of the fastening hole 12. w The difference is greater than 4.0 mm (L-D) w>4.0mm). That is, preferably, the distance d between the periphery of the through hole 311 and the periphery of the fastening hole 12 is greater than 2.0mm.

[0067] Although not specifically limited, the length L of the through hole 311 is, for example, greater than 18.5 mm and less than 47.0 mm. Regarding the length L, it is preferred to be 24.5 mm or more, and more preferably greater than 26.0 mm. Furthermore, regarding the length L, it is preferred to be less than 44.0 mm, and more preferably less than 43.0 mm.

[0068] [Effect]

[0069] In the disc brake device 100 of this embodiment, a protrusion 32 of the control member 30 is arranged between each adjacent fin 22 in the circumferential direction. As a result, the cross-sectional area of ​​each ventilation path defined by the rotating member 10, the fins 22, and the disc body 21 is partially reduced. Therefore, the amount of air in the ventilation path can be limited, and the aerodynamic noise generated when the railway vehicle is running can be reduced.

[0070] In the disc brake device 100 of this embodiment, a through hole 311 is provided on the base plate 31 of the control member 30, which is used to pass through the shaft portion 42 of the fastening member 40. The periphery of the through hole 311 is disposed on the outer periphery of the small diameter portion 222b of the fastening hole 222, which is provided in the brake disc 20. That is, the periphery of the through hole 311 is disposed away from the shaft portion 42 of the fastening member 40 compared to the periphery of the small diameter portion 222b. Therefore, when the fastening member 40 moves with the thermal expansion of the brake disc 20 during braking, it is possible to prevent the shaft portion 42 of the fastening member 40 from interfering with the periphery of the through hole 311. Therefore, the load on the control member 30 can be reduced.

[0071] In this embodiment, the periphery of the through hole 311 of the control member 30 is disposed on the outer periphery of the fastening hole 12, which is provided in the rotating member 10. Therefore, the portion of the control member 30 near the through hole 311 is held between the solid portion of the rotating member 10 (the portion other than the fastening hole 12) and the fin 22. Thus, during braking, even if the bottom 224 of the fastening hole 222 of the brake disc 20 receives load from the head 41 of the fastening member 40 via the disc spring 60, the portion of the control member 30 near the through hole 311 is supported by the solid portion of the rotating member 10 and is unlikely to fall into the fastening hole 12. Therefore, axial displacement of the control member 30 can be reduced.

[0072] In this embodiment, the distance d between the periphery of the through hole 311 of the control member 30 and the periphery of the fastening hole 12 is preferably greater than 2.0 mm. This makes it more effective to prevent the following situation: in the control member 30, the portion near the through hole 311 falls into the fastening hole 12 of the rotating member 10.

[0073] In this embodiment, the width W of the through hole 311 of the control member 30 is smaller than the maximum width W of the top surface 221 of the fin 22. F Therefore, it is possible to suppress the deformation of the fin 22 falling into the through hole 311 of the control member 30.

[0074] The embodiments of this disclosure have been described above, but this disclosure is not limited to the above embodiments. Various modifications can be made as long as they do not depart from its spirit.

[0075] For example, in the above embodiment, a protrusion 32 of the control member 30 is disposed near the radial center of the disk body 21, but the position of the protrusion 32 is not limited thereto. The protrusion 32 can be disposed either near the outer periphery of the disk body 21 or near the inner periphery of the disk body 21.

[0076] In the above embodiment, the base plate 31 of the control member 30 is substantially in the shape of an annular plate. However, the base plate 31 may also be divided into multiple parts in the circumferential direction. That is, the base plate 31 may also be composed of multiple arc-shaped components. These arc-shaped components are arranged circumferentially between the rotating member 10 and the brake disc 20, either in contact with each other or spaced apart. Preferably, each arc-shaped component has multiple protrusions 32.

[0077] Example

[0078] The present disclosure will now be described in more detail through examples. However, the present disclosure is not limited to the following examples.

[0079] To verify the appropriate size of the through hole 311 of the substrate 31 provided on the control member 30, a numerical analysis based on the finite element method was performed using general analysis software (ABAQUS, Version 6.14-3, manufactured by Dassault Systems) while changing the minimum diameter L of the through hole 311.

[0080] In the analysis, considering circumferential symmetry, a 15° region of the disc brake device 100, including the rotating component (wheel) 10, brake disc 20, control component 30, fastening component 40, and disc spring 60, was modeled. Regarding materials, the brake disc 20 was treated as an elastoplastic body, and the others as elastic bodies; pre-measured material property values ​​were used in the experiment. However, for the control component 30, material property values ​​for general structural steel were used.

[0081] The main dimensional conditions of the analysis model are as follows.

[0082] • Brake disc inner diameter: 466.0 mm

[0083] • Brake disc outer diameter: 720.0 mm

[0084] • Overall thickness of the brake disc: 43.5mm

[0085] • Thickness of the main body of the disk: 22.0mm

[0086] The analysis was conducted under the most stringent seismic braking conditions. Specifically, assuming a railway vehicle traveling at 360 km / h and applying a stop brake, the contact between the control member 30 and the fastening member 40, as well as the axial displacement of the control member 30, were evaluated for the diameter L of the through-hole 311 of each control member 30. Table 1 shows the diameter L of the through-hole 311 of the control member 30 in each analysis model.

[0087] Table 1 Carry 1

[0088]

[0089] The diameter L of the through hole 311 of the control component 30 and the diameter D of the small diameter portion 222b of the fastening hole 222 of the brake disc 20 are... BS Under equal conditions (Table 1: No. 1), during braking, the shaft portion 42 of the fastening member 40 will contact the control member 30, generating excessive stress in the control member 30. On the other hand, when the diameter L is larger than the diameter D... BS In the case of (Table 1: No. 2-4), no contact occurs between the control member 30 and the shaft portion 42 of the fastening member 40 during braking. Therefore, it can be said that by making L > D BS This arrangement ensures that the periphery of the through hole 311 is positioned on the outer periphery of the small diameter portion 222b of the fastening hole 222, thereby preventing contact between the control member 30 and the shaft portion 42 of the fastening member 40 and reducing the load on the control member 30.

[0090] To more effectively prevent contact between the control member 30 and the shaft portion 42 of the fastening member 40, the radial movement of the brake disc 20 and the fastening member 40 during braking needs to be considered. In the analysis, a radial movement of 2.9 mm was confirmed 73.6 seconds after the start of braking. Based on this result, it is preferable that the periphery of the through hole 311 is at least 3.0 mm away from the periphery of the small diameter portion 222b. That is, it is preferable that the diameter L of the through hole 311 and the diameter D of the small diameter portion 222b are... BS The difference is 6.0 mm or more (L-D) BS ≥6.0mm).

[0091] Figure 5 and Figure 6 These are diagrams showing the relationship between the radial position and the axial displacement during braking for control components 30, specifically No. 2 and No. 3 in Table 1. Figure 7 As shown, the radial position here is defined with the inner end of the radially penetrating hole 311 as the origin (x = 0), and the outer radial direction as the positive direction. Furthermore, in Figure 5 and Figure 6 In the figure, the axial displacement is negative with the rotating member 10 side and positive with the brake disc 20 side, and the minimum value (the value of the point with the largest displacement in the negative direction) is depicted at the same radial position.

[0092] like Figure 5 As shown, the diameter L of the through hole 311 of the control member 30 and the diameter D of the fastening hole 12 of the rotating member 10 are... W Under equal conditions (Table 1: No. 2), at the position x = 22.0 mm, the control member 30 exhibits a relatively large axial displacement. However, when x exceeds 24.0 mm, the axial displacement (absolute value) of the control member 30 is within 0.1 mm. On the other hand, as... Figure 6 As shown, when diameter L is greater than diameter D W In the case of (Table 1: No. 3), there is basically no axial displacement of the control component 30. However, when the diameter L (=width W) of the through hole 311 and the maximum width W of the top surface 221 of the fin 22 are different... F Under the same conditions (Table 1: No. 4), deformation occurred in which fin 22 fell into the through hole 311.

[0093] Based on this result, it can be said that by making L > D W This arrangement, where the periphery of the through hole 311 is positioned on the outer periphery of the fastening hole 12, can suppress the axial displacement of the control member 30. In particular, when the distance d from the periphery of the fastening hole 12 to the periphery of the through hole 311 is greater than 2.0 mm, the axial displacement of the control member 30 can be suppressed more effectively.

[0094] Furthermore, when the width W of the through hole 311 is made smaller than the maximum width W of the top surface 221 of the fin 22, F (W F When W > W), deformation of the fin 22 falling into the through hole 311 can be suppressed. To more effectively suppress this deformation, considering the radial movement of the brake disc 20 during braking, it is preferable to make W > ... F -W>3.0mm, and more preferably, W F -W>4.0mm.

[0095] Explanation of reference numerals in the attached figures

[0096] 100: Disc brake device

[0097] 10: Rotating component

[0098] 12: Fastening hole

[0099] 20: Brake disc

[0100] 21: Main body of the plate

[0101] 212: Back

[0102] 22: Fins

[0103] 221: Top surface

[0104] 222: Fastening hole

[0105] 222a: Large diameter part

[0106] 222b: Small diameter portion

[0107] 30: Control components

[0108] 31: Substrate

[0109] 311: Through hole

[0110] 32: Protrusion

[0111] 40: Fastening components

[0112] 41: Head

[0113] 42: Shaft

Claims

1. A disc brake device for railway vehicles, comprising: A rotating component, which is mounted on the axle of the railway vehicle; A brake disc comprising an annular disc body and a plurality of fins, the annular disc body having a back surface opposite to the rotating member, the plurality of fins being radially arranged on the back surface; A control component, comprising a base plate and a protrusion, controls the airflow between adjacent fins. The base plate is sandwiched between the rotating component and the fins. The protrusion extends from the base plate toward the disc body and is located within the fins, circumferentially opposite to the brake disc. Between adjacent fins; as well as A fastening member that fastens the brake disc and the control member to the rotating member; at least one of the fins has a first fastening hole, the first fastening hole including the... The fastening member has a large-diameter portion at its head and a small-diameter portion having a smaller diameter than the large-diameter portion, through which the shaft portion of the fastening member passes. The substrate has a through hole, which is provided corresponding to the first fastening hole and through which the shaft portion passes; The periphery of the through hole is positioned on the outer periphery of the small-diameter portion of the first fastening hole. The rotating component has a second fastening hole, which is provided corresponding to the first fastening hole and the through hole, and is for the shaft portion to pass through. The periphery of the through hole is disposed on the outer periphery of the periphery of the second fastening hole.

2. The disc brake device as described in claim 1, wherein, The distance between the periphery of the through hole and the periphery of the second fastening hole is greater than 2.0 mm.

3. The disc brake device as described in claim 1 or 2, wherein, The width of the through hole in the circumferential direction is smaller than the maximum width of the top surface of the fin having the first fastening hole.

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