WO2019172367A1 - Railroad vehicle brake disc and railroad vehicle disc brake - Google Patents

Railroad vehicle brake disc and railroad vehicle disc brake Download PDF

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Publication number
WO2019172367A1
WO2019172367A1 PCT/JP2019/009061 JP2019009061W WO2019172367A1 WO 2019172367 A1 WO2019172367 A1 WO 2019172367A1 JP 2019009061 W JP2019009061 W JP 2019009061W WO 2019172367 A1 WO2019172367 A1 WO 2019172367A1
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Prior art keywords
distance
brake
center
brake disc
contact surface
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PCT/JP2019/009061
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French (fr)
Japanese (ja)
Inventor
由衣子 阪山
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日本製鉄株式会社
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Application filed by 日本製鉄株式会社 filed Critical 日本製鉄株式会社
Priority to JP2020505106A priority Critical patent/JP7031731B2/en
Publication of WO2019172367A1 publication Critical patent/WO2019172367A1/en

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    • 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 for a railway vehicle and a disc brake having the same.
  • disc brakes are used in railway vehicles such as the Shinkansen.
  • the disc brake is, for example, a brake disc fixed to a disc-like rotating member that rotates integrally with the axle (a disc or a disc body fixed to the axle separately from the wheel), a brake lining having a friction member, And a brake caliper for moving the brake lining.
  • the brake disc When the temperature difference between the sliding surface and the rotating member side surface increases, the difference in thermal expansion between the sliding surface side portion and the rotating member side portion of the brake disc increases. As a result, the sliding surface side of the brake disk may compress and yield, and plastic deformation may occur. Thereafter, when the brake disc is cooled, the brake disc is warped. Specifically, the brake disc is warped so that the outer peripheral side of the brake disc is separated from the rotating member. When the brake disc is warped as described above, a large load is applied to a fastening member (bolt or the like) for fixing the brake disc to the rotating member, and the fastening member may be damaged.
  • a fastening member bolt or the like
  • a technique for suppressing the warpage of the brake disc as described above has been proposed.
  • a fastening hole for attaching a fastening member is formed in a sliding portion of the brake disc (an annular portion surrounded by the inner periphery and the outer periphery of the sliding surface). Yes.
  • the occurrence of warpage can be suppressed by fixing the sliding portion to the wheel by the fastening member.
  • an object of the present invention is to provide a railcar brake disc and a railcar disc brake capable of suppressing warpage and reducing the weight.
  • the present inventor has conducted various studies on the configuration of a brake disk capable of suppressing warpage and reducing the weight. Specifically, the present inventor conducted research by paying attention to the shape of fins provided on the back surface side (the above-described rotating member side) of the brake disc.
  • the present inventor has described the structure of a fin (hereinafter referred to as a locking fin) in which a key groove for fitting a key that locks the brake disk and a rotating member (wheel or the like) with each other is formed.
  • a fin hereinafter referred to as a locking fin
  • a rotating member wheel or the like
  • the inventor investigated the relationship between the shape of the locking fin and the warp generated in the brake disc after cooling.
  • the inventor of the present invention has disclosed a brake disc (hereinafter referred to as a first-shaped brake disc) having a configuration in which a portion outside the locking fin (outside in the radial direction of the brake disc) is cut from a conventional brake disc. The occurrence of warpage was investigated.
  • the present inventor describes a brake disc (hereinafter referred to as a second shape brake disc) having a configuration in which a portion inside the locking fin (inner side in the radial direction of the brake disc) is cut from a conventional brake disc. )), The occurrence of warpage was investigated. As a result, it was found that the first shape brake disk can more effectively suppress the occurrence of warpage than the second shape brake disk.
  • a brake disc hereinafter referred to as a second shape brake disc having a configuration in which a portion inside the locking fin (inner side in the radial direction of the brake disc) is cut from a conventional brake disc.
  • the present inventor studied to reduce the volume of the locking fin by cutting the outer portion of the locking fin in order to reduce the weight of the brake disk and suppress the warpage of the brake disk.
  • the contact area between the portion of the locking fin outside the keyway and the rotating member (wheel or the like) is reduced.
  • the contact area is reduced as described above, so that a sufficient frictional force is provided between the locking fin and the rotating member outside the keyway when braking the railway vehicle. It was found that there are cases where it cannot be generated. In this case, the portion of the locking fin outside the keyway can easily slide with respect to the rotating member.
  • the present inventor further researched a configuration for reducing the load applied to the key during braking of the vehicle.
  • the inventor appropriately sets the position of the fastening member in the radial direction of the brake disk, so that even when the outer portion of the locking fin is shaved, the locking fin has a portion outside the keyway. It has been found that a sufficient frictional force can be generated between the rotating member and the rotating member.
  • the present invention has been made on the basis of the above knowledge, and the gist of the following brake disk for a railway vehicle and the disk brake for a railway vehicle is as follows.
  • annular brake disk fixed to a disk-shaped rotating member that rotates integrally with an axle
  • An annular body A sliding portion protruding from the main body portion toward one side in the axial direction of the brake disc, and having an annular sliding surface at the end on the one side
  • a plurality of fins protruding from the main body portion toward the other side in the axial direction and extending radially with respect to the center of the brake disc as viewed from the axial direction;
  • the plurality of fins include a plurality of fastening fins having through holes for inserting fastening members, and a plurality of members having a key groove recessed from the other end in the axial direction toward one side in the axial direction.
  • a contact surface that comes into contact with the rotating member when the brake disc is fixed to the rotating member is provided around the key groove at the other end of the locking fin.
  • a brake disc for a railway vehicle wherein a distance from a center of the brake disc to a center of the through hole is larger than a distance from the center of the brake disc to a center of the contact surface in a radial direction of the brake disc.
  • an outer edge of the sliding surface is located outside an outer edge of the contact surface, an inner edge of the sliding surface is located inner than an inner edge of the contact surface, and the sliding surface
  • the brake disk for a railway vehicle according to (1) wherein a distance between an outer edge of the contact surface and an outer edge of the contact surface is greater than a distance between an inner edge of the sliding surface and an inner edge of the contact surface.
  • a railway vehicle disc brake comprising the brake disc according to any one of (1) to (5).
  • the present invention it is possible to suppress the occurrence of warpage in a brake disc for a railway vehicle and to reduce the weight of the brake disc.
  • FIG. 1 is a schematic view showing a railway vehicle disc brake according to the present embodiment.
  • FIG. 2 is a schematic view showing a railcar brake disk according to the present embodiment.
  • FIG. 3 is an end view showing the railcar brake disc according to the present embodiment.
  • FIG. 1 is a schematic diagram showing a railway vehicle disc brake according to the present embodiment
  • FIG. 2 is a schematic diagram showing a railway vehicle brake disc according to the present embodiment
  • FIG. It is an end elevation which shows the brake disk for rail vehicles which concerns.
  • 2A is a front view showing a quarter region in the circumferential direction of the brake disc
  • FIG. 2B is a rear view showing a quarter region in the circumferential direction of the brake disc.
  • . 1 and 3 show the end face of the brake disk at the II line cutting portion of FIG. 2 (b).
  • a railway vehicle disc brake 100 (hereinafter abbreviated as “disc brake 100”) includes a pair of brake discs 10 and a pair of brake linings 12.
  • the pair of brake disks 10 is fixed to the rotating member 102 so as to sandwich a hollow disk-shaped rotating member 102 fixed to an axle 101 of a railway vehicle (not shown).
  • the brake disk 10 and the rotating member 102 are provided so as to rotate integrally with the axle 101 and coaxially with the axle 101.
  • the rotating member 102 is a wheel. Therefore, in this embodiment, the brake disk 10 is a side disk (wheel mounted disk) that is directly attached to the wheel.
  • the rotating member 102 is referred to as a wheel 102.
  • the pair of brake linings 12 are provided outside the pair of brake discs 10 in the axial direction of the wheel 102.
  • the brake lining 12 can be moved in the axial direction of the wheel 102 by a brake caliper (not shown).
  • the brake lining 12 (friction member) can be pressed against a sliding surface 16a, which will be described later, of the brake disc 10, and a braking force can be generated.
  • various known wheels, brake linings, and brake calipers can be used as the wheels 102, the brake lining 12, and the brake calipers, and thus detailed description thereof is omitted.
  • the brake disk 10 has a main body portion 14, a sliding portion 16, a plurality of fastening fins 18, and a plurality of locking fins 20.
  • a part of the virtual circle 50 is indicated by a one-dot chain line
  • the position of the virtual circle 50 in the radial direction of the brake disk 10 is indicated by a one-dot chain line.
  • the circumference of the imaginary circle 50 passes through the center of each through hole 60 to be described later when viewed from the axial direction of the brake disk 10.
  • each of the plurality of through holes 60 is formed such that its center is located on the circumference of the virtual circle 50.
  • the center of the virtual circle 50 coincides with the center 10 a of the brake disk 10 (the center of the main body 14).
  • the center 10 a coincides with the rotation center of the brake disc 10.
  • the axial direction of the brake disc 10 is simply referred to as the axial direction.
  • the radial direction of the brake disc 10 is simply referred to as a radial direction.
  • the main body 14 has an annular shape.
  • the sliding part 16 protrudes from the main body part 14 toward one side in the axial direction.
  • the sliding part 16 has an annular sliding surface 16a at one end in the axial direction.
  • the sliding surface 16a is formed substantially perpendicular to the axial direction.
  • the sliding surface 16 a is a surface on which the brake lining 12 is pressed in order to generate a braking force in the disc brake 100.
  • the fastening fin 18 and the locking fin 20 each protrude from the main body portion 14 toward the other side in the axial direction.
  • Each of the fastening fins 18 and the locking fins 20 functions as a heat radiating portion.
  • the plurality of fastening fins 18 and the plurality of locking fins 20 are formed so as to extend radially with respect to the center 10a of the brake disc 10 when viewed from the axial direction.
  • each of the plurality of fastening fins 18 and the plurality of locking fins 20 is formed to extend in the radial direction when viewed from the axial direction.
  • the plurality of fastening fins 18 and the plurality of locking fins 20 are provided so as to be alternately arranged at intervals in the circumferential direction of the brake disc 10. In the present embodiment, twelve fastening fins 18 and twelve locking fins 20 are provided alternately.
  • the number of the fastening fins 18 and the locking fins 20 is not limited to the example shown in FIG. 2, and the number of the fastening fins 18 and the number of the locking fins 20 may be less than 12, respectively, There may be.
  • a plurality of through holes 60 penetrating the brake disc 10 in the axial direction are formed at intervals in the circumferential direction of the brake disc 10.
  • Each through hole 60 is formed to pass through the fastening fin 18.
  • the through hole 60 is formed for inserting a fastening member (bolt or the like) (not shown) for fixing the brake disc 10 to the wheel 102.
  • Each locking fin 20 is formed with a key groove 20a that is recessed from the other end in the axial direction toward one side in the axial direction.
  • a key 70 attached to a wheel 102 is fitted in the key groove 20a. Accordingly, the brake disc 10 and the wheel 102 are locked to each other via the key 70 in the circumferential direction of the brake disc 10.
  • omitted As a structure for attaching the key 70 and the key 70 to the wheel 102, since well-known various structures are employable, detailed description is abbreviate
  • a contact surface 20b substantially perpendicular to the axial direction is formed around the key groove 20a at the other end of the locking fin 20 in the axial direction.
  • the contact surface 20b has an annular shape so as to surround the key groove 20a when viewed from the axial direction.
  • the contact surface 20 b is a surface that contacts the wheel 102 when the brake disk 10 is fixed to the wheel 102.
  • the outer edge of sliding surface 16a is located outside the outer edge of contact surface 20b, and the inner edge of sliding surface 16a is located inside the inner edge of contact surface 20b.
  • the warpage of the brake disc 10 can be suppressed while reducing the weight of the brake disc 10 by reducing the volume of the radially outer portion of the locking fin 20.
  • the distance between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b is set larger than the distance between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b.
  • the distance between the outer edge of the contact surface 20b and the outer edge of the key groove 20a is set to be smaller than the distance between the inner edge of the contact surface 20b and the inner edge of the key groove 20a.
  • the distance from the center 10a of the brake disk 10 to the center of each through hole 60 is the contact between the center 10a of the brake disk 10 and the locking fin 20. It is larger than the distance to the center of the surface 20b (the center between the outer edge and the inner edge of the contact surface 20b in the radial direction). In other words, in the radial direction, the circumference of the virtual circle 50 is located outside the center of the contact surface 20b.
  • the center of each through hole 60 is located outside the center of the contact surface 20b in the radial direction.
  • the fastening member inserted into each through hole 60 causes the outer portion of the contact surface 20b to move with sufficient force.
  • 102 can be contacted. That is, even when the volume of the portion of the locking fin 20 that is radially outward from the keyway 20 a is reduced, a sufficient frictional force can be generated between the outer portion of the locking fin 20 and the wheel 102. Thereby, it can fully suppress that the part outside the keyway 20a among the latching fins 20 slides with respect to the wheel 102.
  • FIG. As a result, it is possible to suppress a large force from being generated between the outer portion of the locking fin 20 and the key 70 during braking of the railway vehicle, and to prevent the key 70 from being damaged.
  • the brake disc 10 is configured to satisfy the relationships of the following expressions (i), (ii), and (iii).
  • L1 is a radial distance from the center 10a (see FIG. 2) of the brake disk 10 to the inner edge of the sliding surface 16a
  • L2 is a sliding surface from the center 10a. It is the distance in the radial direction to the outer edge of 16a.
  • D1 is the distance in the radial direction from the center 10a to the inner edge of the contact surface 20b
  • D2 is the distance in the radial direction from the center 10a to the outer edge of the contact surface 20b.
  • the distance D1 is greater than the distance L1
  • the distance L2 is greater than the distance D2. 0.08 ⁇ (D1-L1) / (L2-L1) ⁇ 0.25 (i) 0.25 ⁇ (L2-D2) / (L2-L1) ⁇ 0.47 (ii) (D2-D1) / (L2-L1) ⁇ 0.5 (iii)
  • the radial distance (L2-D2) between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b can be made larger than the distance (D1-L1) between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b.
  • the radial distance (L2-D2) between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b is less than 1/4 of the length (L2-L1) of the sliding surface 16a in the radial direction.
  • the distance (D1-L1) between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b is 1 ⁇ 4 of the length (L2-L1) in the radial direction of the sliding surface 16a. It can be: Further, when the brake disk 10 satisfies the relationship of the above formula (iii), the length (D2-D1) in the radial direction of the contact surface 20b is changed to the length (L2-L1) in the radial direction of the sliding surface 16a. It can be less than 1/2 of this. As a result, even when the heating and cooling of the brake disc 10 are repeated, it is possible to suppress the occurrence of warpage in the outer peripheral portion of the brake disc 10. Moreover, the volume of the brake disc 10 can be reduced compared with the conventional brake disc. As a result, it is possible to reduce the weight of the brake disk 10 while suppressing the warpage of the brake disk 10.
  • the brake disc 10 satisfy
  • R is the radius of the virtual circle 50. Further, the distance D2 is larger than the radius R. (D2-R) / (L2-L1) ⁇ 0.25 (iv)
  • At least one of the key groove 20a and the through hole 60 is formed in each fin. However, in any one of the fins, the key groove and the through hole are formed. May not be formed.
  • the brake disk 10 may be an axle mounted disk.
  • the brake disc 10 may be fixed to a disc-shaped rotating member (disc body) fixed to the axle 101 separately from the wheels.
  • the disc body is provided so as to rotate integrally with the axle 101 and coaxially with the axle 101 like the wheel.
  • the brake disc 10 is an axial mount disc, the brake disc 10 is attached to the disc body using a fastening member and a key as in the case of the side disc.
  • the disc-shaped rotating member means a rotating member having a disc-shaped portion for fixing the brake disc. Therefore, like the wheel 102 shown in FIG. 1, the cylindrical part may be provided in the inner peripheral part and outer peripheral part of the rotating member.
  • the present invention it is possible to suppress the occurrence of warpage in a brake disc for a railway vehicle and to reduce the weight of the brake disc.

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

Abstract

A brake disc provided with: an annular body portion; a sliding portion protruding from the body portion toward one side in an axial direction of the brake disc, and including an annular sliding surface at an end portion on the one side; and a plurality of fins protruding from the body portion toward another side in the axial direction. The plurality of fins include a plurality of fastening fins having a through-hole for inserting a fastening member, and a plurality of locking fins including a key groove. A contact surface that contacts a rotating member that rotates integrally with the axle is provided around the key groove at the end portion on the other end side of the locking fins. In a radius direction of the brake disc, the distance between the center of the brake disc and the center of the through-hole is greater than the distance between the center of the brake disc and the center of the contact surface.

Description

鉄道車両用ブレーキディスクおよび鉄道車両用ディスクブレーキBrake discs for railway vehicles and disc brakes for railway vehicles
　本発明は、鉄道車両用のブレーキディスクおよびそれを備えたディスクブレーキに関する。 The present invention relates to a brake disc for a railway vehicle and a disc brake having the same.
　新幹線等の鉄道車両では、従来、ディスクブレーキが用いられている。ディスクブレーキは、例えば、車軸と一体的に回転する円板状の回転部材（車輪または車輪とは別に車軸に固定されたディスク体）に固定されるブレーキディスクと、摩擦部材を有するブレーキライニングと、ブレーキライニングを移動させるブレーキキャリパとを備えている。 Conventionally, disc brakes are used in railway vehicles such as the Shinkansen. The disc brake is, for example, a brake disc fixed to a disc-like rotating member that rotates integrally with the axle (a disc or a disc body fixed to the axle separately from the wheel), a brake lining having a friction member, And a brake caliper for moving the brake lining.
　上記のような構成を有するディスクブレーキでは、ブレーキキャリパによってブレーキライニングを移動させて、ブレーキディスクの表面（摺動面）にブレーキライニングの摩擦部材を押し付けることによって制動力を発生させることができる。これにより、鉄道車両を減速させることができる。 In the disc brake having the above-described configuration, it is possible to generate a braking force by moving the brake lining by the brake caliper and pressing the friction member of the brake lining against the surface (sliding surface) of the brake disc. Thereby, a rail vehicle can be decelerated.
　ところで、高速で走行する鉄道車両を減速させる際には、摩擦部材とブレーキディスクとの接触部は摩擦により発熱するため、ブレーキディスクの摺動面が高温になる。これにより、摺動面と、摺動面とは反対側の面（すなわち、回転部材側の面）との間の温度差が大きくなる。 By the way, when decelerating a railway vehicle traveling at high speed, the contact portion between the friction member and the brake disk generates heat due to friction, and the sliding surface of the brake disk becomes high temperature. Thereby, the temperature difference between the sliding surface and the surface opposite to the sliding surface (that is, the surface on the rotating member side) is increased.
　摺動面と回転部材側の面との間の温度差が大きくなると、ブレーキディスクにおいて、摺動面側の部分と回転部材側の部分とで熱膨張量の差が大きくなる。その結果、ブレーキディスクの摺動面側が圧縮降伏して、塑性変形が生じる場合がある。その後、ブレーキディスクが冷却されると、ブレーキディスクに反りが生じる。具体的には、ブレーキディスクの外周側が回転部材から離れるように、ブレーキディスクに反りが生じる。ブレーキディスクに上記のような反りが生じると、ブレーキディスクを回転部材に固定するための締結部材（ボルト等）に大きな負荷がかかり、締結部材が損傷するおそれがある。 When the temperature difference between the sliding surface and the rotating member side surface increases, the difference in thermal expansion between the sliding surface side portion and the rotating member side portion of the brake disc increases. As a result, the sliding surface side of the brake disk may compress and yield, and plastic deformation may occur. Thereafter, when the brake disc is cooled, the brake disc is warped. Specifically, the brake disc is warped so that the outer peripheral side of the brake disc is separated from the rotating member. When the brake disc is warped as described above, a large load is applied to a fastening member (bolt or the like) for fixing the brake disc to the rotating member, and the fastening member may be damaged.
　そこで、従来、上記のようなブレーキディスクの反りを抑制するための技術が提案されている。例えば、特許文献１に開示されたブレーキディスクでは、ブレーキディスクの摺動部（摺動面の内周と外周とで囲まれる環状の部分）に、締結部材を取り付けるための締結穴が形成されている。このブレーキディスクでは、締結部材によって摺動部を車輪に固定することによって、反りの発生を抑制することができる。 Therefore, conventionally, a technique for suppressing the warpage of the brake disc as described above has been proposed. For example, in the brake disc disclosed in Patent Document 1, a fastening hole for attaching a fastening member is formed in a sliding portion of the brake disc (an annular portion surrounded by the inner periphery and the outer periphery of the sliding surface). Yes. In this brake disk, the occurrence of warpage can be suppressed by fixing the sliding portion to the wheel by the fastening member.
特開２００１－３１１４４１号公報JP 2001-311441 A
　ところで、近年、高速走行および消費電力の低減等の観点から、鉄道車両の軽量化が望まれている。これに伴い、ブレーキディスクの軽量化も望まれている。ブレーキディスクを軽量化するためには、ブレーキディスクの体積を減少させることが考えられる。しかしながら、ブレーキディスクの体積を単に減少させると、ブレーキディスクの熱容量が低下し、熱膨張量が大きくなる。その結果、ブレーキディスクの反りが大きくなるおそれがある。 By the way, in recent years, from the viewpoint of high-speed driving and reduction of power consumption, it is desired to reduce the weight of railway vehicles. In connection with this, the weight reduction of a brake disc is also desired. In order to reduce the weight of the brake disc, it is conceivable to reduce the volume of the brake disc. However, simply reducing the volume of the brake disc decreases the heat capacity of the brake disc and increases the amount of thermal expansion. As a result, there is a possibility that the brake disc warps.
　そこで、本発明は、反りの発生の抑制および軽量化が可能な鉄道車両用ブレーキディスクおよび鉄道車両用ディスクブレーキを提供することを目的としている。 Therefore, an object of the present invention is to provide a railcar brake disc and a railcar disc brake capable of suppressing warpage and reducing the weight.
　本発明者は、反りの発生の抑制および軽量化が可能なブレーキディスクの構成について種々の研究を行った。具体的には、本発明者は、ブレーキディスクの裏面側（上述の回転部材側）に設けられるフィンの形状に着目し、研究を行った。 The present inventor has conducted various studies on the configuration of a brake disk capable of suppressing warpage and reducing the weight. Specifically, the present inventor conducted research by paying attention to the shape of fins provided on the back surface side (the above-described rotating member side) of the brake disc.
　なお、上述したように、従来、ブレーキディスクに反りが発生することによって、ブレーキディスクを車輪等の回転部材に固定するための締結部材が損傷するおそれがあることが知られている。このため、本発明者は、当初、締結部材が挿入されるフィン（以下、締結フィンと記載する。）の構造について研究を進めることを検討していた。しかしながら、締結フィンの構造については本発明者以外の研究者によっても種々の研究が行われている。 Note that, as described above, it has been conventionally known that a warping of the brake disc may damage a fastening member for fixing the brake disc to a rotating member such as a wheel. For this reason, this inventor was considering studying about the structure of the fin (henceforth a fastening fin hereafter) into which a fastening member is inserted initially. However, various studies have been conducted on the structure of the fastening fins by researchers other than the present inventors.
　そこで、本発明者は、ブレーキディスクと回転部材（車輪等）とを互いに係止するキーを嵌め込むためのキー溝が形成されたフィン（以下、係止フィンと記載する。）の構造について、種々の研究を行った。まず、本発明者は、係止フィンの形状と、冷却後のブレーキディスクに発生する反りとの関係について調査を行った。具体的には、本発明者は、従来のブレーキディスクに対して係止フィンの外側（ブレーキディスクの径方向における外側）の部分を削った構成を有するブレーキディスク（以下、第１形状のブレーキディスクと記載する。）について、反りの発生態様を調査した。さらに、本発明者は、従来のブレーキディスクに対して係止フィンの内側（ブレーキディスクの径方向における内側）の部分を削った構成を有するブレーキディスク（以下、第２形状のブレーキディスクと記載する。）について、反りの発生態様を調査した。その結果、第２形状のブレーキディスクよりも、第１形状のブレーキディスクの方が、反りの発生を効果的に抑制できることが分かった。 Accordingly, the present inventor has described the structure of a fin (hereinafter referred to as a locking fin) in which a key groove for fitting a key that locks the brake disk and a rotating member (wheel or the like) with each other is formed. Various studies were conducted. First, the inventor investigated the relationship between the shape of the locking fin and the warp generated in the brake disc after cooling. Specifically, the inventor of the present invention has disclosed a brake disc (hereinafter referred to as a first-shaped brake disc) having a configuration in which a portion outside the locking fin (outside in the radial direction of the brake disc) is cut from a conventional brake disc. The occurrence of warpage was investigated. Further, the present inventor describes a brake disc (hereinafter referred to as a second shape brake disc) having a configuration in which a portion inside the locking fin (inner side in the radial direction of the brake disc) is cut from a conventional brake disc. )), The occurrence of warpage was investigated. As a result, it was found that the first shape brake disk can more effectively suppress the occurrence of warpage than the second shape brake disk.
　上記の調査結果から、本発明者は、ブレーキディスクを軽量化しつつブレーキディスクの反りを抑制するために、係止フィンの外側部分を削って、係止フィンの体積を減らすことを検討した。しかしながら、係止フィンの外側部分を削った場合、係止フィンのうちキー溝よりも外側の部分と回転部材（車輪等）との接触面積が小さくなる。本発明者がさらに研究を進めたところ、上記のように接触面積が小さくなることによって、鉄道車両の制動時に、キー溝よりも外側において係止フィンと回転部材との間に十分な摩擦力を発生させることができない場合があることが分かった。この場合、係止フィンのうちキー溝よりも外側の部分が回転部材に対して摺動しやすくなる。その結果、係止フィンの外側部分とキーとの間に大きな力が発生し、キーが損傷しやすくなることが分かった。なお、係止フィンの外側部分は内側部分に比べて、周方向における速度が大きくなる。このため、特に係止フィンの外側部分が回転部材に対して摺動しやすくなった場合には、係止フィンの外側部分からキーに大きな力が付与され、キーが損傷しやすくなる。 From the above investigation results, the present inventor studied to reduce the volume of the locking fin by cutting the outer portion of the locking fin in order to reduce the weight of the brake disk and suppress the warpage of the brake disk. However, when the outer portion of the locking fin is shaved, the contact area between the portion of the locking fin outside the keyway and the rotating member (wheel or the like) is reduced. As a result of further research by the inventor, the contact area is reduced as described above, so that a sufficient frictional force is provided between the locking fin and the rotating member outside the keyway when braking the railway vehicle. It was found that there are cases where it cannot be generated. In this case, the portion of the locking fin outside the keyway can easily slide with respect to the rotating member. As a result, it has been found that a large force is generated between the outer portion of the locking fin and the key, and the key is easily damaged. Note that the outer portion of the locking fin is faster in the circumferential direction than the inner portion. For this reason, especially when the outer portion of the locking fin becomes easy to slide with respect to the rotating member, a large force is applied to the key from the outer portion of the locking fin, and the key is easily damaged.
　そこで、本発明者は、車両の制動時にキーにかかる負荷を低減するための構成についてさらに研究を進めた。そして、本発明者は、ブレーキディスクの径方向における締結部材の位置を適切に設定することによって、係止フィンの外側部分を削った場合でも、係止フィンのうちキー溝よりも外側の部分と回転部材との間に十分な摩擦力を生じさせることができることを見出した。本発明は、上記の知見に基づいてなされたものであり、下記の鉄道車両用ブレーキディスクおよび鉄道車両用ディスクブレーキを要旨とする。 Therefore, the present inventor further researched a configuration for reducing the load applied to the key during braking of the vehicle. The inventor appropriately sets the position of the fastening member in the radial direction of the brake disk, so that even when the outer portion of the locking fin is shaved, the locking fin has a portion outside the keyway. It has been found that a sufficient frictional force can be generated between the rotating member and the rotating member. The present invention has been made on the basis of the above knowledge, and the gist of the following brake disk for a railway vehicle and the disk brake for a railway vehicle is as follows.
（１）鉄道車両において、車軸と一体回転する円板状の回転部材に固定される円環状のブレーキディスクであって、
　円環状の本体部と、
　前記本体部から当該ブレーキディスクの軸方向における一方側に向かって突出し、かつ前記一方側の端部に円環状の摺動面を有する摺動部と、
　前記本体部から前記軸方向における他方側に向かって突出し、かつ前記軸方向から見て当該ブレーキディスクの中心に対して放射状に延びる複数のフィンとを備え、
　前記複数のフィンは、締結部材を挿入するための貫通孔を有する複数の締結フィンと、前記軸方向における他方側の端部から前記軸方向における一方側に向かって凹むキー溝を有する複数の係止フィンとを含み、
　前記係止フィンの前記他方側の端部において前記キー溝の周囲には、当該ブレーキディスクを前記回転部材に固定する際に前記回転部材に接触する接触面が設けられ、
　当該ブレーキディスクの径方向において、当該ブレーキディスクの中心から前記貫通孔の中心までの距離は、当該ブレーキディスクの前記中心から前記接触面の中心までの距離よりも大きい、鉄道車両用ブレーキディスク。 (1) In a railway vehicle, an annular brake disk fixed to a disk-shaped rotating member that rotates integrally with an axle,
An annular body,
A sliding portion protruding from the main body portion toward one side in the axial direction of the brake disc, and having an annular sliding surface at the end on the one side;
A plurality of fins protruding from the main body portion toward the other side in the axial direction and extending radially with respect to the center of the brake disc as viewed from the axial direction;
The plurality of fins include a plurality of fastening fins having through holes for inserting fastening members, and a plurality of members having a key groove recessed from the other end in the axial direction toward one side in the axial direction. Including stop fins,
A contact surface that comes into contact with the rotating member when the brake disc is fixed to the rotating member is provided around the key groove at the other end of the locking fin.
A brake disc for a railway vehicle, wherein a distance from a center of the brake disc to a center of the through hole is larger than a distance from the center of the brake disc to a center of the contact surface in a radial direction of the brake disc.
（２）前記径方向において、前記摺動面の外縁は前記接触面の外縁よりも外側に位置し、前記摺動面の内縁は前記接触面の内縁よりも内側に位置し、前記摺動面の外縁と前記接触面の外縁との距離は前記摺動面の内縁と前記接触面の内縁との距離よりも大きい、上記（１）に記載の鉄道車両用ブレーキディスク。 (2) In the radial direction, an outer edge of the sliding surface is located outside an outer edge of the contact surface, an inner edge of the sliding surface is located inner than an inner edge of the contact surface, and the sliding surface The brake disk for a railway vehicle according to (1), wherein a distance between an outer edge of the contact surface and an outer edge of the contact surface is greater than a distance between an inner edge of the sliding surface and an inner edge of the contact surface.
（３）前記径方向において、前記接触面の外縁と前記キー溝の外縁との距離は前記接触面の内縁と前記キー溝の内縁との距離よりも小さい、上記（１）または（２）に記載の鉄道車両用ブレーキディスク。 (3) In the radial direction, the distance between the outer edge of the contact surface and the outer edge of the key groove is smaller than the distance between the inner edge of the contact surface and the inner edge of the key groove. Brake disc for railway vehicles as described.
（４）前記径方向において、当該ブレーキディスクの前記中心から前記摺動面の内縁までの距離をＬ１、前記中心から前記摺動面の外縁までの距離をＬ２、前記中心から前記接触面の内縁までの距離をＤ１、前記中心から前記接触面の外縁までの距離をＤ２とした場合に、下記の（ｉ）式、（ii）式および（iii）式の関係を満たす、上記（１）から（３）のいずれかに記載の鉄道車両用ブレーキディスク。
　０．０８≦（Ｄ１－Ｌ１）／（Ｌ２－Ｌ１）≦０．２５　・・・（ｉ）
　０．２５＜（Ｌ２－Ｄ２）／（Ｌ２－Ｌ１）≦０．４７　・・・（ii）
　（Ｄ２－Ｄ１）／（Ｌ２－Ｌ１）＜０．５　・・・（iii）
　ただし、距離Ｄ１は距離Ｌ１よりも大きく、距離Ｌ２は、距離Ｄ２よりも大きい。 (4) In the radial direction, the distance from the center of the brake disk to the inner edge of the sliding surface is L1, the distance from the center to the outer edge of the sliding surface is L2, and the inner edge of the contact surface from the center Satisfying the relationship of the following formulas (i), (ii) and (iii), where D1 is the distance to the center and D2 is the distance from the center to the outer edge of the contact surface: (3) The brake disk for railway vehicles according to any one of (3).
0.08 ≦ (D1-L1) / (L2-L1) ≦ 0.25 (i)
0.25 <(L2-D2) / (L2-L1) ≦ 0.47 (ii)
(D2-D1) / (L2-L1) <0.5 (iii)
However, the distance D1 is greater than the distance L1, and the distance L2 is greater than the distance D2.
（５）前記軸方向から見て、前記複数の締結フィンそれぞれの前記貫通孔は、当該ブレーキディスクの前記中心を中心とする仮想円の円周上に配置され、
　当該ブレーキディスクの前記中心から前記摺動面の内縁までの前記径方向における距離をＬ１とし、当該ブレーキディスクの前記中心から前記摺動面の外縁までの前記径方向における距離をＬ２とし、当該ブレーキディスクの前記中心から前記接触面の外縁までの前記径方向における距離をＤ２とし、前記仮想円の半径をＲとした場合に、下記の（iv）式の関係を満たす、上記（１）から（４）のいずれかに記載の鉄道車両用ブレーキディスク。
　（Ｄ２－Ｒ）／（Ｌ２－Ｌ１）＜０．２５　・・・（iv）
　ただし、距離Ｄ２は半径Ｒよりも大きい。 (5) When viewed from the axial direction, the through holes of each of the plurality of fastening fins are arranged on a circumference of an imaginary circle centered on the center of the brake disc,
The distance in the radial direction from the center of the brake disk to the inner edge of the sliding surface is L1, and the distance in the radial direction from the center of the brake disk to the outer edge of the sliding surface is L2. When the distance in the radial direction from the center of the disk to the outer edge of the contact surface is D2, and the radius of the virtual circle is R, the relationship of the following equation (iv) is satisfied. 4) The brake disk for railway vehicles according to any one of the above.
(D2-R) / (L2-L1) <0.25 (iv)
However, the distance D2 is larger than the radius R.
（６）上記（１）から（５）のいずれかに記載のブレーキディスクを備えた、鉄道車両用ディスクブレーキ。 (6) A railway vehicle disc brake comprising the brake disc according to any one of (1) to (5).
　本発明によれば、鉄道車両用のブレーキディスクにおいて反りが発生することを抑制できるとともに、ブレーキディスクの軽量化が可能になる。 According to the present invention, it is possible to suppress the occurrence of warpage in a brake disc for a railway vehicle and to reduce the weight of the brake disc.
図１は、本実施形態に係る鉄道車両用ディスクブレーキを示す概略図である。FIG. 1 is a schematic view showing a railway vehicle disc brake according to the present embodiment. 図２は、本実施形態に係る鉄道車両用ブレーキディスクを示す概略図である。FIG. 2 is a schematic view showing a railcar brake disk according to the present embodiment. 図３は、本実施形態に係る鉄道車両用ブレーキディスクを示す端面図である。FIG. 3 is an end view showing the railcar brake disc according to the present embodiment.
　以下、本発明の実施の形態に係る鉄道車両用のブレーキディスクおよびそれを備えたディスクブレーキについて図面を参照しつつ説明する。 Hereinafter, a brake disc for a railway vehicle according to an embodiment of the present invention and a disc brake having the same will be described with reference to the drawings.
　図１は、本実施形態に係る鉄道車両用ディスクブレーキを示す概略図であり、図２は、本実施形態に係る鉄道車両用ブレーキディスクを示す概略図であり、図３は、本実施形態に係る鉄道車両用ブレーキディスクを示す端面図である。なお、図２において（ａ）は、ブレーキディスクの周方向における１／４の領域を示す正面図であり、（ｂ）は、ブレーキディスクの周方向における１／４の領域を示す背面図である。また、図１および図３においては、図２（ｂ）のＩ－Ｉ線切断部におけるブレーキディスクの端面が示されている。 FIG. 1 is a schematic diagram showing a railway vehicle disc brake according to the present embodiment, FIG. 2 is a schematic diagram showing a railway vehicle brake disc according to the present embodiment, and FIG. It is an end elevation which shows the brake disk for rail vehicles which concerns. 2A is a front view showing a quarter region in the circumferential direction of the brake disc, and FIG. 2B is a rear view showing a quarter region in the circumferential direction of the brake disc. . 1 and 3 show the end face of the brake disk at the II line cutting portion of FIG. 2 (b).
　図１を参照して、鉄道車両用ディスクブレーキ１００（以下、ディスクブレーキ１００と略記する。）は、一対のブレーキディスク１０と、一対のブレーキライニング１２とを備える。一対のブレーキディスク１０は、鉄道車両（図示せず）の車軸１０１に固定された中空円板状の回転部材１０２を挟むように、回転部材１０２に固定されている。ブレーキディスク１０および回転部材１０２は、車軸１０１と一体回転するように、かつ車軸１０１と同軸上に設けられている。本実施形態では、回転部材１０２は、車輪である。したがって、本実施形態では、ブレーキディスク１０は、車輪に直接取り付けられる側ディスク（wheel mounted disk）である。以下においては、回転部材１０２を車輪１０２と記載する。 1, a railway vehicle disc brake 100 (hereinafter abbreviated as “disc brake 100”) includes a pair of brake discs 10 and a pair of brake linings 12. The pair of brake disks 10 is fixed to the rotating member 102 so as to sandwich a hollow disk-shaped rotating member 102 fixed to an axle 101 of a railway vehicle (not shown). The brake disk 10 and the rotating member 102 are provided so as to rotate integrally with the axle 101 and coaxially with the axle 101. In the present embodiment, the rotating member 102 is a wheel. Therefore, in this embodiment, the brake disk 10 is a side disk (wheel mounted disk) that is directly attached to the wheel. Hereinafter, the rotating member 102 is referred to as a wheel 102.
　一対のブレーキライニング１２は、車輪１０２の軸方向において、一対のブレーキディスク１０の外側に設けられている。本実施形態では、図示しないブレーキキャリパによって、ブレーキライニング１２を車輪１０２の軸方向に移動させることができる。これにより、ブレーキディスク１０の後述する摺動面１６ａにブレーキライニング１２（摩擦部材）を押し付けることができ、制動力を発生させることができる。なお、車輪１０２、ブレーキライニング１２およびブレーキキャリパとしては、公知の種々の車輪、ブレーキライニングおよびブレーキキャリパを用いることができるので、詳細な説明は省略する。 The pair of brake linings 12 are provided outside the pair of brake discs 10 in the axial direction of the wheel 102. In the present embodiment, the brake lining 12 can be moved in the axial direction of the wheel 102 by a brake caliper (not shown). As a result, the brake lining 12 (friction member) can be pressed against a sliding surface 16a, which will be described later, of the brake disc 10, and a braking force can be generated. Note that various known wheels, brake linings, and brake calipers can be used as the wheels 102, the brake lining 12, and the brake calipers, and thus detailed description thereof is omitted.
　図１～図３を参照して、ブレーキディスク１０は、本体部１４と、摺動部１６と、複数の締結フィン１８と、複数の係止フィン２０とを有する。なお、図２には、仮想円５０の一部が一点鎖線で示され、図３には、ブレーキディスク１０の径方向における仮想円５０の位置が一点鎖線で示されている。仮想円５０の円周は、ブレーキディスク１０の軸方向から見て、後述する各貫通孔６０の中心を通る。言い換えると、ブレーキディスク１０の軸方向から見て、複数の貫通孔６０はそれぞれ、その中心が仮想円５０の円周上に位置するように形成されている。ブレーキディスク１０の軸方向から見て、仮想円５０の中心は、ブレーキディスク１０の中心１０ａ（本体部１４の中心）に一致する。また、中心１０ａは、ブレーキディスク１０の回転中心に一致する。以下の説明では、ブレーキディスク１０の軸方向を、単に軸方向と記載する。また、ブレーキディスク１０の径方向を、単に径方向と記載する。 1 to 3, the brake disk 10 has a main body portion 14, a sliding portion 16, a plurality of fastening fins 18, and a plurality of locking fins 20. In FIG. 2, a part of the virtual circle 50 is indicated by a one-dot chain line, and in FIG. 3, the position of the virtual circle 50 in the radial direction of the brake disk 10 is indicated by a one-dot chain line. The circumference of the imaginary circle 50 passes through the center of each through hole 60 to be described later when viewed from the axial direction of the brake disk 10. In other words, when viewed from the axial direction of the brake disk 10, each of the plurality of through holes 60 is formed such that its center is located on the circumference of the virtual circle 50. When viewed from the axial direction of the brake disk 10, the center of the virtual circle 50 coincides with the center 10 a of the brake disk 10 (the center of the main body 14). The center 10 a coincides with the rotation center of the brake disc 10. In the following description, the axial direction of the brake disc 10 is simply referred to as the axial direction. Further, the radial direction of the brake disc 10 is simply referred to as a radial direction.
　本体部１４は、円環形状を有している。摺動部１６は、本体部１４から軸方向における一方側に向かって突出している。摺動部１６は、軸方向における一方側の端部に、円環状の摺動面１６ａを有している。摺動面１６ａは、軸方向に略垂直に形成されている。摺動面１６ａは、ディスクブレーキ１００において、制動力を発生させるためにブレーキライニング１２が押し付けられる面である。 The main body 14 has an annular shape. The sliding part 16 protrudes from the main body part 14 toward one side in the axial direction. The sliding part 16 has an annular sliding surface 16a at one end in the axial direction. The sliding surface 16a is formed substantially perpendicular to the axial direction. The sliding surface 16 a is a surface on which the brake lining 12 is pressed in order to generate a braking force in the disc brake 100.
　締結フィン１８および係止フィン２０はそれぞれ、本体部１４から軸方向における他方側に向かって突出する。締結フィン１８および係止フィン２０はそれぞれ、放熱部として機能する。本実施形態では、複数の締結フィン１８および複数の係止フィン２０は、軸方向から見て、ブレーキディスク１０の中心１０ａに対して放射状に延びるように形成されている。言い換えると、複数の締結フィン１８および複数の係止フィン２０はそれぞれ、軸方向から見て、径方向に延びるように形成されている。 The fastening fin 18 and the locking fin 20 each protrude from the main body portion 14 toward the other side in the axial direction. Each of the fastening fins 18 and the locking fins 20 functions as a heat radiating portion. In the present embodiment, the plurality of fastening fins 18 and the plurality of locking fins 20 are formed so as to extend radially with respect to the center 10a of the brake disc 10 when viewed from the axial direction. In other words, each of the plurality of fastening fins 18 and the plurality of locking fins 20 is formed to extend in the radial direction when viewed from the axial direction.
　複数の締結フィン１８および複数の係止フィン２０は、ブレーキディスク１０の周方向に間隔をおいて交互に並ぶように設けられている。本実施形態では、１２個の締結フィン１８および１２個の係止フィン２０が交互に並ぶように設けられている。なお、締結フィン１８および係止フィン２０の数は図２に示した例に限定されず、締結フィン１８の数および係止フィン２０の数はそれぞれ、１２未満であってもよく、１３以上であってもよい。 The plurality of fastening fins 18 and the plurality of locking fins 20 are provided so as to be alternately arranged at intervals in the circumferential direction of the brake disc 10. In the present embodiment, twelve fastening fins 18 and twelve locking fins 20 are provided alternately. The number of the fastening fins 18 and the locking fins 20 is not limited to the example shown in FIG. 2, and the number of the fastening fins 18 and the number of the locking fins 20 may be less than 12, respectively, There may be.
　ブレーキディスク１０を軸方向に貫通する複数の貫通孔６０が、ブレーキディスク１０の周方向に間隔をおいて形成されている。各貫通孔６０は、締結フィン１８を通るように形成されている。貫通孔６０は、ブレーキディスク１０を車輪１０２に固定するための図示しない締結部材（ボルト等）を差し込むために形成されている。 A plurality of through holes 60 penetrating the brake disc 10 in the axial direction are formed at intervals in the circumferential direction of the brake disc 10. Each through hole 60 is formed to pass through the fastening fin 18. The through hole 60 is formed for inserting a fastening member (bolt or the like) (not shown) for fixing the brake disc 10 to the wheel 102.
　各係止フィン２０には、軸方向における他方側の端部から軸方向における一方側に向かって凹むキー溝２０ａが形成されている。図１を参照して、キー溝２０ａには、車輪１０２に取り付けられたキー７０が嵌め込まれる。これにより、ブレーキディスク１０の周方向において、ブレーキディスク１０と車輪１０２とがキー７０を介して互いに係止される。なお、キー７０、およびキー７０を車輪１０２に取り付けるための構成としては、公知の種々の構成を採用できるので、詳細な説明は省略する。 Each locking fin 20 is formed with a key groove 20a that is recessed from the other end in the axial direction toward one side in the axial direction. Referring to FIG. 1, a key 70 attached to a wheel 102 is fitted in the key groove 20a. Accordingly, the brake disc 10 and the wheel 102 are locked to each other via the key 70 in the circumferential direction of the brake disc 10. In addition, as a structure for attaching the key 70 and the key 70 to the wheel 102, since well-known various structures are employable, detailed description is abbreviate | omitted.
　図１～図３を参照して、各係止フィン２０の軸方向における他方側の端部において、キー溝２０ａの周囲には、軸方向に略垂直な接触面２０ｂが形成されている。本実施形態では、接触面２０ｂは、軸方向から見てキー溝２０ａを囲むように環形状を有している。図１を参照して、接触面２０ｂは、ブレーキディスク１０を車輪１０２に固定する際に車輪１０２に接触する面である。 1 to 3, a contact surface 20b substantially perpendicular to the axial direction is formed around the key groove 20a at the other end of the locking fin 20 in the axial direction. In the present embodiment, the contact surface 20b has an annular shape so as to surround the key groove 20a when viewed from the axial direction. Referring to FIG. 1, the contact surface 20 b is a surface that contacts the wheel 102 when the brake disk 10 is fixed to the wheel 102.
　図３を参照して、径方向において、摺動面１６ａの外縁は接触面２０ｂの外縁よりも外側に位置し、摺動面１６ａの内縁は接触面２０ｂの内縁よりも内側に位置している。本実施形態では、係止フィン２０のうち、径方向における外側の部分の体積を小さくすることによって、ブレーキディスク１０を軽量化しつつ、ブレーキディスク１０の反りを抑制することができる。具体的には、例えば、径方向において、摺動面１６ａの外縁と接触面２０ｂの外縁との距離が、摺動面１６ａの内縁と接触面２０ｂの内縁との距離よりも大きく設定される。また、例えば、径方向において、接触面２０ｂの外縁とキー溝２０ａの外縁との距離が、接触面２０ｂの内縁とキー溝２０ａの内縁との距離よりも小さく設定される。 Referring to FIG. 3, in the radial direction, the outer edge of sliding surface 16a is located outside the outer edge of contact surface 20b, and the inner edge of sliding surface 16a is located inside the inner edge of contact surface 20b. . In this embodiment, the warpage of the brake disc 10 can be suppressed while reducing the weight of the brake disc 10 by reducing the volume of the radially outer portion of the locking fin 20. Specifically, for example, in the radial direction, the distance between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b is set larger than the distance between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b. For example, in the radial direction, the distance between the outer edge of the contact surface 20b and the outer edge of the key groove 20a is set to be smaller than the distance between the inner edge of the contact surface 20b and the inner edge of the key groove 20a.
　図２および図３を参照して、本実施形態では、径方向において、ブレーキディスク１０の中心１０ａから各貫通孔６０の中心までの距離は、ブレーキディスク１０の中心１０ａから係止フィン２０の接触面２０ｂの中心（径方向における接触面２０ｂの外縁と内縁との中心）までの距離よりも大きい。言い換えると、径方向において、仮想円５０の円周は、接触面２０ｂの中心よりも外側に位置する。 2 and 3, in the present embodiment, in the radial direction, the distance from the center 10a of the brake disk 10 to the center of each through hole 60 is the contact between the center 10a of the brake disk 10 and the locking fin 20. It is larger than the distance to the center of the surface 20b (the center between the outer edge and the inner edge of the contact surface 20b in the radial direction). In other words, in the radial direction, the circumference of the virtual circle 50 is located outside the center of the contact surface 20b.
　本実施形態では、上記のように、径方向において、各貫通孔６０の中心が接触面２０ｂの中心よりも外側に位置する。この場合、接触面２０ｂのうちキー溝２０ａよりも径方向外側の部分の面積を小さくしても、各貫通孔６０に挿入される締結部材によって、接触面２０ｂの外側部分を十分な力で車輪１０２に接触させることができる。すなわち、係止フィン２０においてキー溝２０ａよりも径方向外側の部分の体積を小さくした場合でも、係止フィン２０の外側部分と車輪１０２との間に十分な摩擦力を生じさせることができる。これにより、係止フィン２０のうちキー溝２０ａよりも外側の部分が車輪１０２に対して摺動することを十分に抑制することができる。その結果、鉄道車両の制動時に、係止フィン２０の外側部分とキー７０との間に大きな力が発生することを抑制でき、キー７０が損傷することを抑制することができる。 In the present embodiment, as described above, the center of each through hole 60 is located outside the center of the contact surface 20b in the radial direction. In this case, even if the area of the contact surface 20b on the radially outer side of the keyway 20a is reduced, the fastening member inserted into each through hole 60 causes the outer portion of the contact surface 20b to move with sufficient force. 102 can be contacted. That is, even when the volume of the portion of the locking fin 20 that is radially outward from the keyway 20 a is reduced, a sufficient frictional force can be generated between the outer portion of the locking fin 20 and the wheel 102. Thereby, it can fully suppress that the part outside the keyway 20a among the latching fins 20 slides with respect to the wheel 102. FIG. As a result, it is possible to suppress a large force from being generated between the outer portion of the locking fin 20 and the key 70 during braking of the railway vehicle, and to prevent the key 70 from being damaged.
　なお、本実施形態では、ブレーキディスク１０は、下記の（ｉ）式、（ii）式および（iii）式の関係を満たすように構成されることが好ましい。図３を参照して、下記式において、Ｌ１は、ブレーキディスク１０の中心１０ａ（図２参照）から摺動面１６ａの内縁までの径方向における距離であり、Ｌ２は、中心１０ａから摺動面１６ａの外縁までの径方向における距離である。また、Ｄ１は、中心１０ａから接触面２０ｂの内縁までの径方向における距離であり、Ｄ２は、中心１０ａから接触面２０ｂの外縁までの径方向における距離である。また、距離Ｄ１は距離Ｌ１よりも大きく、距離Ｌ２は、距離Ｄ２よりも大きい。
　０．０８≦（Ｄ１－Ｌ１）／（Ｌ２－Ｌ１）≦０．２５　・・・（ｉ）
　０．２５＜（Ｌ２－Ｄ２）／（Ｌ２－Ｌ１）≦０．４７　・・・（ii）
　（Ｄ２－Ｄ１）／（Ｌ２－Ｌ１）＜０．５　・・・（iii） In the present embodiment, it is preferable that the brake disc 10 is configured to satisfy the relationships of the following expressions (i), (ii), and (iii). Referring to FIG. 3, in the following formula, L1 is a radial distance from the center 10a (see FIG. 2) of the brake disk 10 to the inner edge of the sliding surface 16a, and L2 is a sliding surface from the center 10a. It is the distance in the radial direction to the outer edge of 16a. D1 is the distance in the radial direction from the center 10a to the inner edge of the contact surface 20b, and D2 is the distance in the radial direction from the center 10a to the outer edge of the contact surface 20b. Further, the distance D1 is greater than the distance L1, and the distance L2 is greater than the distance D2.
0.08 ≦ (D1-L1) / (L2-L1) ≦ 0.25 (i)
0.25 <(L2-D2) / (L2-L1) ≦ 0.47 (ii)
(D2-D1) / (L2-L1) <0.5 (iii)
　本実施形態では、ブレーキディスク１０が上記の（ｉ）式および（ii）式の関係を満たすことによって、摺動面１６ａの外縁と接触面２０ｂの外縁との径方向における距離（Ｌ２－Ｄ２）を、摺動面１６ａの内縁と接触面２０ｂの内縁との距離（Ｄ１－Ｌ１）よりも大きくすることができる。具体的には、摺動面１６ａの外縁と接触面２０ｂの外縁との径方向における距離（Ｌ２－Ｄ２）を、摺動面１６ａの径方向における長さ（Ｌ２－Ｌ１）の１／４よりも大きくすることができ、かつ、摺動面１６ａの内縁と接触面２０ｂの内縁との距離（Ｄ１－Ｌ１）を、摺動面１６ａの径方向における長さ（Ｌ２－Ｌ１）の１／４以下にすることができる。さらに、ブレーキディスク１０が上記の（iii）式の関係を満たすことによって、接触面２０ｂの径方向における長さ（Ｄ２－Ｄ１）を、摺動面１６ａの径方向における長さ（Ｌ２－Ｌ１）の１／２未満にすることができる。これらの結果、ブレーキディスク１０の加熱および冷却が繰り返された場合でも、ブレーキディスク１０の外周部において反りが発生することを抑制することができる。また、従来のブレーキディスクに比べて、ブレーキディスク１０の体積を減少させることができる。これらの結果、ブレーキディスク１０の反りの発生を抑制しつつ、ブレーキディスク１０の軽量化が可能になる。 In the present embodiment, when the brake disk 10 satisfies the relationship of the above formulas (i) and (ii), the radial distance (L2-D2) between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b. Can be made larger than the distance (D1-L1) between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b. Specifically, the radial distance (L2-D2) between the outer edge of the sliding surface 16a and the outer edge of the contact surface 20b is less than 1/4 of the length (L2-L1) of the sliding surface 16a in the radial direction. And the distance (D1-L1) between the inner edge of the sliding surface 16a and the inner edge of the contact surface 20b is ¼ of the length (L2-L1) in the radial direction of the sliding surface 16a. It can be: Further, when the brake disk 10 satisfies the relationship of the above formula (iii), the length (D2-D1) in the radial direction of the contact surface 20b is changed to the length (L2-L1) in the radial direction of the sliding surface 16a. It can be less than 1/2 of this. As a result, even when the heating and cooling of the brake disc 10 are repeated, it is possible to suppress the occurrence of warpage in the outer peripheral portion of the brake disc 10. Moreover, the volume of the brake disc 10 can be reduced compared with the conventional brake disc. As a result, it is possible to reduce the weight of the brake disk 10 while suppressing the warpage of the brake disk 10.
　また、本実施形態では、ブレーキディスク１０は、下記の（iv）式の関係を満たすことが好ましい。なお、下記の（iv）式において、Ｒは、仮想円５０の半径である。また、距離Ｄ２は半径Ｒよりも大きい。
　（Ｄ２－Ｒ）／（Ｌ２－Ｌ１）＜０．２５　・・・（iv） Moreover, in this embodiment, it is preferable that the brake disc 10 satisfy | fills the relationship of following (iv) Formula. In the following formula (iv), R is the radius of the virtual circle 50. Further, the distance D2 is larger than the radius R.
(D2-R) / (L2-L1) <0.25 (iv)
　上記の（iv）式の関係を満たすことによって、ブレーキディスク１０の外周部において反りが発生することを抑制しつつ、ブレーキディスク１０を十分に軽量化することができる。 By satisfying the relationship of the above formula (iv), it is possible to sufficiently reduce the weight of the brake disc 10 while suppressing the occurrence of warpage in the outer peripheral portion of the brake disc 10.
　なお、上述の実施形態では、各フィンには、少なくともキー溝２０ａおよび貫通孔６０のうちの少なくとも一方が形成されているが、複数のフィンのうちのいずれかのフィンにおいて、キー溝および貫通孔が形成されていなくてもよい。 In the above-described embodiment, at least one of the key groove 20a and the through hole 60 is formed in each fin. However, in any one of the fins, the key groove and the through hole are formed. May not be formed.
　上述の実施形態では、ブレーキディスク１０が側ディスクである場合について説明したが、ブレーキディスク１０が軸マウントディスク（axle mounted disk）であってもよい。具体的には、ブレーキディスク１０は、車輪とは別に車軸１０１に固定された円板状の回転部材（ディスク体）に固定されてもよい。該ディスク体は、車輪と同様に、車軸１０１と一体回転するように、かつ車軸１０１と同軸上に設けられる。ブレーキディスク１０が軸マウントディスクである場合も、側ディスクの場合と同様に、ブレーキディスク１０は、締結部材およびキーを用いてディスク体に取り付けられる。なお、本明細書において円板状の回転部材とは、ブレーキディスクを固定するための円板状の部分を有する回転部材を意味する。したがって、図１に示した車輪１０２のように、回転部材の内周部および外周部に筒状部が設けられていてもよい。 In the above-described embodiment, the case where the brake disk 10 is a side disk has been described, but the brake disk 10 may be an axle mounted disk. Specifically, the brake disc 10 may be fixed to a disc-shaped rotating member (disc body) fixed to the axle 101 separately from the wheels. The disc body is provided so as to rotate integrally with the axle 101 and coaxially with the axle 101 like the wheel. When the brake disc 10 is an axial mount disc, the brake disc 10 is attached to the disc body using a fastening member and a key as in the case of the side disc. In the present specification, the disc-shaped rotating member means a rotating member having a disc-shaped portion for fixing the brake disc. Therefore, like the wheel 102 shown in FIG. 1, the cylindrical part may be provided in the inner peripheral part and outer peripheral part of the rotating member.
　本発明によれば、鉄道車両用のブレーキディスクにおいて反りが発生することを抑制できるとともに、ブレーキディスクの軽量化が可能になる。 According to the present invention, it is possible to suppress the occurrence of warpage in a brake disc for a railway vehicle and to reduce the weight of the brake disc.
　１０　ブレーキディスク
　１０ａ　中心
　１２　ブレーキライニング
　１４　本体部
　１６　摺動部
　１６ａ　摺動面
　１８　締結フィン
　２０　係止フィン
　２０ａ　キー溝
　２０ｂ　接触面
　５０　仮想円
　６０　貫通孔
　７０　キー
　１００　ディスクブレーキ
　１０１　車軸
　１０２　回転部材 DESCRIPTION OF SYMBOLS 10 Brake disc 10a Center 12 Brake lining 14 Main part 16 Sliding part 16a Sliding surface 18 Fastening fin 20 Locking fin 20a Keyway 20b Contact surface 50 Virtual circle 60 Through-hole 70 Key 100 Disc brake 101 Axle 102 Rotating member

Claims (6)

  1. 　鉄道車両において、車軸と一体回転する円板状の回転部材に固定される円環状のブレーキディスクであって、
    　円環状の本体部と、
    　前記本体部から当該ブレーキディスクの軸方向における一方側に向かって突出し、かつ前記一方側の端部に円環状の摺動面を有する摺動部と、
    　前記本体部から前記軸方向における他方側に向かって突出し、かつ前記軸方向から見て当該ブレーキディスクの中心に対して放射状に延びる複数のフィンとを備え、
    　前記複数のフィンは、締結部材を挿入するための貫通孔を有する複数の締結フィンと、前記軸方向における他方側の端部から前記軸方向における一方側に向かって凹むキー溝を有する複数の係止フィンとを含み、
    　前記係止フィンの前記他方側の端部において前記キー溝の周囲には、当該ブレーキディスクを前記回転部材に固定する際に前記回転部材に接触する接触面が設けられ、
    　当該ブレーキディスクの径方向において、当該ブレーキディスクの中心から前記貫通孔の中心までの距離は、当該ブレーキディスクの前記中心から前記接触面の中心までの距離よりも大きい、鉄道車両用ブレーキディスク。     In a railway vehicle, an annular brake disk fixed to a disk-shaped rotating member that rotates integrally with an axle,
    An annular body,
    A sliding portion protruding from the main body portion toward one side in the axial direction of the brake disc, and having an annular sliding surface at the end on the one side;
    A plurality of fins protruding from the main body portion toward the other side in the axial direction and extending radially with respect to the center of the brake disc as viewed from the axial direction;
    The plurality of fins include a plurality of fastening fins having through holes for inserting fastening members, and a plurality of members having a key groove recessed from the other end in the axial direction toward one side in the axial direction. Including stop fins,
    A contact surface that comes into contact with the rotating member when the brake disc is fixed to the rotating member is provided around the key groove at the other end of the locking fin.
    A brake disc for a railway vehicle, wherein a distance from a center of the brake disc to a center of the through hole is larger than a distance from the center of the brake disc to a center of the contact surface in a radial direction of the brake disc.
  2. 　前記径方向において、前記摺動面の外縁は前記接触面の外縁よりも外側に位置し、前記摺動面の内縁は前記接触面の内縁よりも内側に位置し、前記摺動面の外縁と前記接触面の外縁との距離は前記摺動面の内縁と前記接触面の内縁との距離よりも大きい、請求項１に記載の鉄道車両用ブレーキディスク。 In the radial direction, the outer edge of the sliding surface is located outside the outer edge of the contact surface, the inner edge of the sliding surface is located inside the inner edge of the contact surface, and the outer edge of the sliding surface 2. The brake disk for a railway vehicle according to claim 1, wherein a distance from the outer edge of the contact surface is larger than a distance between an inner edge of the sliding surface and an inner edge of the contact surface.
  3. 　前記径方向において、前記接触面の外縁と前記キー溝の外縁との距離は前記接触面の内縁と前記キー溝の内縁との距離よりも小さい、請求項１または２に記載の鉄道車両用ブレーキディスク。 The railcar brake according to claim 1 or 2, wherein, in the radial direction, a distance between an outer edge of the contact surface and an outer edge of the key groove is smaller than a distance between an inner edge of the contact surface and an inner edge of the key groove. disk.
  4. 　前記径方向において、当該ブレーキディスクの前記中心から前記摺動面の内縁までの距離をＬ１、前記中心から前記摺動面の外縁までの距離をＬ２、前記中心から前記接触面の内縁までの距離をＤ１、前記中心から前記接触面の外縁までの距離をＤ２とした場合に、下記の（ｉ）式、（ii）式および（iii）式の関係を満たす、請求項１から３のいずれかに記載の鉄道車両用ブレーキディスク。
    　０．０８≦（Ｄ１－Ｌ１）／（Ｌ２－Ｌ１）≦０．２５　・・・（ｉ）
    　０．２５＜（Ｌ２－Ｄ２）／（Ｌ２－Ｌ１）≦０．４７　・・・（ii）
    　（Ｄ２－Ｄ１）／（Ｌ２－Ｌ１）＜０．５　・・・（iii）
    　ただし、距離Ｄ１は距離Ｌ１よりも大きく、距離Ｌ２は、距離Ｄ２よりも大きい。     In the radial direction, the distance from the center of the brake disk to the inner edge of the sliding surface is L1, the distance from the center to the outer edge of the sliding surface is L2, and the distance from the center to the inner edge of the contact surface 4, where D1 is the distance from the center to the outer edge of the contact surface, and D2 is satisfied, the relationship of the following expressions (i), (ii), and (iii) is satisfied: Brake discs for railway vehicles described in 1.
    0.08 ≦ (D1-L1) / (L2-L1) ≦ 0.25 (i)
    0.25 <(L2-D2) / (L2-L1) ≦ 0.47 (ii)
    (D2-D1) / (L2-L1) <0.5 (iii)
    However, the distance D1 is greater than the distance L1, and the distance L2 is greater than the distance D2.
  5. 　前記軸方向から見て、前記複数の締結フィンそれぞれの前記貫通孔は、当該ブレーキディスクの前記中心を中心とする仮想円の円周上に配置され、
    　当該ブレーキディスクの前記中心から前記摺動面の内縁までの前記径方向における距離をＬ１とし、当該ブレーキディスクの前記中心から前記摺動面の外縁までの前記径方向における距離をＬ２とし、当該ブレーキディスクの前記中心から前記接触面の外縁までの前記径方向における距離をＤ２とし、前記仮想円の半径をＲとした場合に、下記の（iv）式の関係を満たす、請求項１から４のいずれかに記載の鉄道車両用ブレーキディスク。
    　（Ｄ２－Ｒ）／（Ｌ２－Ｌ１）＜０．２５　・・・（iv）
    　ただし、距離Ｄ２は半径Ｒよりも大きい。     When viewed from the axial direction, the through holes of the plurality of fastening fins are arranged on the circumference of a virtual circle centered on the center of the brake disc,
    The distance in the radial direction from the center of the brake disk to the inner edge of the sliding surface is L1, and the distance in the radial direction from the center of the brake disk to the outer edge of the sliding surface is L2. The relationship of the following formula (iv) is satisfied, where D2 is the distance in the radial direction from the center of the disk to the outer edge of the contact surface, and R is the radius of the virtual circle. The brake disk for railway vehicles according to any one of the above.
    (D2-R) / (L2-L1) <0.25 (iv)
    However, the distance D2 is larger than the radius R.
  6. 　請求項１から５のいずれかに記載のブレーキディスクを備えた、鉄道車両用ディスクブレーキ。 A disc brake for railway vehicles, comprising the brake disc according to any one of claims 1 to 5.
PCT/JP2019/009061 2018-03-08 2019-03-07 Railroad vehicle brake disc and railroad vehicle disc brake WO2019172367A1 (en)

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