JP4701512B2 - Brake disc for railway vehicles - Google Patents

Description

【００６４】
試験材１〜３は、図５に示す形状のディスクであり、試験材４は、図１に示す従来型形状のディスクである。また、試験材５は、特開平１０−３１８３０４号公報に記載された外リングと内リングとからなるディスクとし、外リングの内径を４５０ｍｍとした。試験材１〜３の質量は約４５ｋｇであり、試験材４及び５の質量は約６０ｋｇであった。
【００６５】
また、ピンは図７に示す形状のものとし、基部の円盤部の直径を５０ｍｍとした。
表１に示す５種類のディスクについて、ＪＲ新幹線の台車をモデルにした車輪試験機を用い、ディスクを２枚一組として、摺動面を外側にして車輪の両面に取り付けてブレーキ試験を行なった。ブレーキライニング材には、銅系焼結合金を用い、初速度１００ｋｍ／ｈから２．５ｋｍ／（ｈ・ｓ）の一定減速度の条件で行なった。このとき、試験材１〜３の温度は約１１０℃まで上昇し、試験材４及び５の温度は約１００℃まで上昇した。その後ディスクを放冷し、ディスク温度が６０℃まで低下したところで、再度車輪を駆動させ、前記条件にてブレーキ試験を再度行なった。この工程を１００回繰り返し行った。
【００６６】
表２に、９０〜１００回目のブレーキにおける摩擦係数及び各締結ボルトに負荷される応力（以下、ボルト負荷応力ともいう）及びブレーキ試験後の反り量を示す。ここで、反り量とは、ブレーキ試験前のディスクの摺動面を基準面とした場合に、ブレーキ試験後の摺動面と基準面との間の最大距離をいう。
【００６７】
【表２】

【００６８】
ここで、摩擦係数の変動幅とは、ブレーキ中における摩擦係数の変動幅であり、この値が小さいほど安定した制動特性を得ることができ、制動性が優れていることを意味する。また、ボルト負荷応力の変動幅とは、ブレーキ中においてボルトに負荷される応力の変動幅であり、この値が小さいほど締結穴部及び締結部材に負荷される繰返し応力が小さく、耐疲労破壊性に優れていることを意味する。
【００６９】
表２に示すように、試験材４では、ブレーキングによる熱応力により反りを生じたため、ボルト負荷応力の変動幅が大きかった。
また、試験材５は、外リングと内リングとがディスクの半径方向に余裕を以って嵌合しているため、外リングで発生した熱応力は前記嵌合部で吸収され、試験材４にみられる大きな反りは発生しなかった。しかし、外リングと内リングとが嵌合されているため、摩擦係数の変動幅及びボルト負荷応力の変動幅が大きかった。また、ボルト負荷応力の平均値は若干低減できたものの、従来型形状のディスクである試験材４と余り変わらなかった。
【００７０】
これに対し、試験材１〜３は、摺動部で車輪と締結されているため、反りの程度が試験材５よりも小さく良好であった。また、ディスクの締結面の凹部と車輪に装着したピンの凸部とが嵌合して回転方向及び半径方向の変位を拘束するため、ボルト本数が試験材４及び５の半数であるにも拘らず、ボルト負荷応力の変動値は試験材４及び５よりも小さく良好であった。
【００７１】
（実施例２）
次に、前記試験材１〜３を用いて、初速度３００ｋｍ／ｈからブレーキ試験を行なった。ブレーキ試験条件は、非常ブレーキ相当の条件とした。なお、ブレーキ後の試験材の温度は６００℃であった。
【００７２】
表３に、９０〜１００回目のブレーキにおける摩擦係数及びボルト負荷応力を示す。
【００７３】
【表３】

【００７４】
表３に示すように、試験材１〜３の摩擦特性は殆ど同一であったが、試験材２では凹部幅が１０ｍｍ未満であったためピンの凸部の強度が小さく、凸部が変形したことによりディスクの拘束力が低下したため、試験材１のボルト負荷応力の変動幅よりも大きかった。また、試験材３では凹部深さが５ｍｍ未満と浅く、嵌合部によるディスクの拘束力が小さかったため、試験材１のボルト負荷応力の変動幅よりも大きかった。試験材１は、嵌合部形状が好適範囲にあるため、ボルト負荷応力の変動幅が小さくより好ましい値であった。
【００７５】
（実施例３）
次に、試験材１のディスクを用いて、ディスクの締結面の凹部と嵌合する凸部を車輪に形成したフィンとした場合と、ボルト穴に摺動面を構成する蓋を装着した場合とについてブレーキ試験を行なった。ブレーキ試験条件は実施例２と同一の条件とした。フィンの形状はピンの凸部形状と同一とした。また、蓋はディスクと同一材質とし、ボルトとナットとによって締結した後に、蓋をボルト穴に螺合してディスクの摺動面と同一レベルとなるようにして、図９（ａ）に示すような形態とした。
【００７６】
表４に９０〜１００回目のブレーキにおける摩擦係数及びボルト負荷応力と、凸部形成部材及び蓋の有無を示す。
【００７７】
【表４】

【００７８】
表４に示すように、試験番号Ｂにおいては、車輪に直接形成したフィンがディスクの締結面の凹部と嵌合するため、試験番号Ａよりもボルト負荷応力の変動幅が小さくなった。また、試験番号Ｃにおいては、ボルト穴に摺動面を構成する蓋を装着したことにより、ディスク回転時にボルト穴が描く領域におけるディスクとブレーキライニングとの摺動を連続的とし、ディスク回転時に締結穴が描く環状の領域をも摺動面として充分機能させるようにしたため、試験番号Ａよりも摩擦係数の平均値が大きく、摩擦係数の変動幅が小さかった。
【００７９】
（実施例４）
次に、Ａｌ基複合材を使用し、砂型鋳造法により形状の異なる３種類のディスクを製造し、ブレーキ試験を行なった。
【００８０】
表５に試験に供したディスクの形状を示す。試験材６については、ディスクを車輪に締結したときにディスクの締結面の凹部と嵌合する凸部を形成するピンの形状を併せて示す。
【００８１】
【表５】

【００８２】
試験材６は、図５に示す形状のディスクであり、試験材７は、図１に示す従来型形状のディスクである。また、試験材８は、特開平１０−３１８３０４号に記載された外リングと内リングとからなるディスクとし、外リングの内径を４５０ｍｍとした。また、試験材８は、外リングのみにＡｌ基複合材を使用し、内リングには鍛鋼材を使用した。
【００８３】
また、ピンは図７に示す形状のものとし、基部の円盤部の直径を５０ｍｍとした。
ブレーキ試験条件は実施例２のものと同一の条件とし、試験途中でボルト穴部から亀裂が発生した場合には、そこで試験を中止した。
【００８４】
表６に、９０〜１００回目のブレーキにおける摩擦係数及びボルト負荷応力を示す。
【００８５】
【表６】

【００８６】
表６に示すように、試験材７は、ボルト穴部を摺動部に有していないため、ボルト穴部に応力が集中し、ブレーキ負荷４回目にボルト穴部から亀裂が発生した。
【００８７】
試験材８は、外リングと内リングとがディスクの半径方向に余裕を以って嵌合しているため、外リングで発生した熱応力は前記嵌合部で吸収され、試験材４にみられた大きな反りは発生せず、１００回のブレーキ負荷を行なってもボルト穴から亀裂が生じることはなかった。しかし、外リングと内リングとが嵌合されているため、摩擦係数の変動幅及びボルト負荷応力の変動幅が大きかった。
【００８８】
試験材６は、摺動部で車輪と締結しているため、試験材４にみられた大きな反りは発生せず、１００回のブレーキ負荷を行なってもボルト穴から亀裂が生じることはなかった。また、ディスクの締結面の凹部と車輪に装着したピンの凸部とが嵌合して回転方向及び半径方向の変位を拘束するため、ボルト本数が試験材８の半数であるにも拘らず、摩擦係数の変動幅及びボルト負荷応力の変動幅は試験材８よりも小さく良好であった。
【００８９】
（実施例５）
次に、ボルト穴の位置と反り量との関係をＦＥＭ解析により求めた。
図１０は、ＦＥＭ解析において行った有限要素分割方法を示す説明図である。
【００９０】
同図に示すように、本例のＦＥＭ解析においては、周方向に均等に１２個のボルトで締結されたディスクにブレーキを負荷した場合を想定し、ディスクの対称性を考慮して、ボルト穴の中心を通る位置から前記ボルト穴と隣り合うボルト穴との中間位置までの１／２４（中心角にして１５°の範囲）の部位について有限要素分割を行った。ここに、Ａ点とＢ点とは、それぞれボルト穴の中心を通る半径方向についての内周の部位と外周の部位に対応する。また、Ｃ点とＤ点とは、それぞれ前記ボルト穴の中心を通る半径方向と１５°の中心角をなす半径方向についての内周の部位と外周の部位に対応する。
【００９１】
摺動面幅を１３４ｍｍとし、ブレーキ条件を３００ｋｍ／ｈからの非常ブレーキに相当する条件として、繰り返し３回のブレーキを負荷して室温まで冷却した後のＡ〜Ｄ点（図１０参照）の各部の反り量を求めた。ここで、各部の反り量とは、ブレーキ負荷前のディスクの摺動面を基準面としたブレーキ負荷後のＡ〜Ｄ点までの距離を、摺動面側を正として表したものである。なお、本例のブレーキ条件では、ディスクはブレーキ負荷後９０秒で停止した。そして本例におけるディスクの最高到達温度は約６３０℃であった。また、各有限要素には、現在新幹線用に使用されている鍛鋼材の材料定数を使用した。
【００９２】
図１１は、ＦＥＭ解析により求めた各部の反り量とボルト穴の位置との関係を示すグラフである。
同図に示すように、ボルト穴の位置が摺動面幅の中心位置よりも内周側に位置する場合には外周部であるＣ点及びＤ点の反り量が大きくなり、ボルト穴の位置が摺動面幅の中心位置よりも外周側に位置する場合には内周部であるＡ点及びＢ点の反り量が大きくなる傾向を示す。
【００９３】
そして、ボルト穴の位置が下記（ａ）を充足する範囲にある場合には、Ａ〜Ｄ点の各部における反り量が全て０．０１２ｍｍ未満となり、効果的に反りの発生を抑制できることを確認できた。
【００９４】
−０．１２≦ｒ／Ｒ≦０．２０ （ａ）
【００９５】
【発明の効果】
本発明によれば、ブレーキングによる熱応力に起因するディスクの反りの発生を抑制することにより、ディスクの締結穴部及び締結部材に負荷される応力を低減させることが可能となるので、ディスク及び締結部材を長寿命化することができる。
【００９６】
また、ディスクの変位を締結部以外の部位で拘束することにより、ディスクの締結穴部及び締結部材に負荷される応力を分散させることが可能となるので、ディスクの締結穴部及び締結部材の疲労破壊を抑制することができ、ディスク及び締結部材を長寿命化することができる。
【図面の簡単な説明】
【図１】従来型の鉄道車両用ブレーキディスクの形状を示す図であり、図１（ａ）は、鉄道車両用ブレーキディスクの１／４を示す部分平面図であり、図１（ｂ）は、図１（ａ）のＡ−Ａ断面を示す部分断面図である。
【図２】従来型の鉄道車両用側ブレーキディスクが車輪へ取付けられた状態を模式的に示す断面図である。
【図３】反りが発生したディスクの状態を模式的に示す断面図であり、破線は非ブレーキ時のディスクの状態、実線はブレーキ時のディスクの状態を示す。
【図４】ｒおよびＲの定義を示す説明図であり、図４（ａ）はｒが正である場合を、図４（ｂ）はｒが負である場合を示す。
【図５】本発明の一実施態様であるブレーキディスクの１／４を示す部分平面図である。
【図６】図５に示すブレーキディスクが車輪に取付けられた状態の断面を模式的に示す部分断面図であり、図６（ａ）は図５のＢ−Ｂ断面に相当する部位の部分断面図、図６（ｂ）は図５のＣ−Ｃ断面に相当する部位の部分断面図である。
【図７】車輪等へ装着するピンの一例を示す図であり、図７（ａ）は平面図、図７（ｂ）は正面図、図７（ｃ）は側面図である。
【図８】図７に示すピンとディスクとの嵌合状態を示す断面図であり、図８（ａ）は、嵌合部についてのディスクの周方向断面図であり、図８（ｂ）は、嵌合部についてのディスクの半径方向断面図である。
【図９】摺動部に設けた締結穴に摺動面を構成する蓋を装着した実施態様例を示す断面図であり、図９（ａ）は、ボルトとナットにより埋め込み型の締結様式で締結した後に摺動面を構成する蓋を装着した状態を示す断面図、図９（ｂ）は、ネジにより埋め込み型の締結様式で締結した後に摺動面を構成する蓋を装着した状態を示す断面図、図９（ｃ）は、頭部が摺動面を構成する蓋の機能を兼備したネジにより締結した状態を示す断面図である。
【図１０】ＦＥＭ解析において行った有限要素分割方法を示す説明図である。
【図１１】ＦＥＭ解析により求めた各部の反り量とボルト穴の位置との関係を示すグラフである。
【符号の説明】
１ ：ブレーキディスク ２：外周部
３ ：内周部 ４：摺動面
５ ：ボルト穴 ６：車輪
７ ：ボルト ８：ナット
９ ：ピン １０：凸部
１１：凹部 １２：蓋
１３：ネジ[0001]
BACKGROUND OF THE INVENTION
  The present inventionFor railway vehiclesRegarding brake discs, stress acting on the periphery of fastening holes such as bolt holes (hereinafter, the periphery of fastening holes is also referred to as fastening holes, and the periphery of bolt holes is also referred to as bolt holes) and fastening members such as bolts Can reduce fatigue failure from the fastening hole of the brake disc and fatigue failure of the fastening member, and can withstand long-term useFor rolling stockRelated to brake discs.
[0002]
[Prior art]
Block brakes, drum brakes, disk brakes, and the like are used as mechanical braking devices for railway vehicles, automobiles, and motorcycles. In recent years, disk brakes have been frequently used as the speed and size of vehicles increase.
[0003]
A disc brake is a device that obtains braking force by friction between the brake disc and the brake lining, and usually presses the brake lining against the sliding surface of a donut-shaped disc-like disc attached to an axle or a wheel with bolts. In this device, the vehicle speed is controlled by braking the rotation of the axle or wheels by obtaining braking force. The disk-shaped disc having this sliding surface is called a brake disc.
[0004]
Among these, the railcar brake disc includes a side disc and a shaft mount disc. The side disc is a brake disc fastened to the side surface of the wheel, and the shaft mount disc is a brake disc fastened to the axle. Hereinafter, the side disc and the shaft mount disc are referred to as a brake disc and also simply referred to as a disc.
[0005]
FIG. 1 shows the shape of a conventional railway vehicle brake disk, wherein FIG. 1 (a) is a partial plan view showing a quarter of a railway vehicle brake disk, and FIG. It is a fragmentary sectional view which shows the AA cross section of (a).
[0006]
As shown in the figure, the brake disc 1 generally includes an outer peripheral portion 2 including a sliding surface 4 and an inner peripheral portion 3 having a peripheral portion of a bolt hole 5 which is a fastening hole portion for fastening to a wheel or the like. It is configured.
[0007]
FIG. 2 is a cross-sectional view schematically showing a state in which a conventional railway vehicle brake disc is attached to a wheel.
As shown in the figure, the brake discs 1 and 1 are fastened to both side surfaces of the wheel 6 by bolts 7 and nuts 8 as fastening members, and are attached so as to rotate together. Brake linings (not shown) that are movable in the direction of the sliding surfaces are respectively attached to the positions facing the sliding surfaces 4 and 4 of the brake discs 1 and 1, and when braking to stop the vehicle, the brake linings are braked. It moves to the disk side and strongly squeezes from both sides of the wheel, and this friction force brakes the rotation of the axle through the wheel to stop the vehicle.
[0008]
[Problems to be solved by the invention]
In a high-speed railway vehicle such as a Shinkansen, the disk rotation speed and the inertial force of the vehicle when a brake is applied are very large, so the temperature rise of the disk is significantly larger than that for other automobiles and motorcycles. For this reason, a very large thermal expansion force is generated in the outer peripheral portion including the sliding surface of the disk as the temperature rises. However, since it has a bolt hole and is constrained by the inner peripheral part, which is lower in temperature than the outer peripheral part, compressive stress is generated in the circumferential direction at the outer peripheral part of the disk, and tensile stress is generated in the circumferential direction at the inner peripheral part of the disk. . Since the tensile stress concentrates on the bolt hole at the inner periphery of the disk, the bolt hole may be the most dangerous part of the entire disk. Further, when the expanding disk outer peripheral portion is constrained by the inner peripheral portion, deformation of the disk outer peripheral portion toward the sliding surface side (hereinafter also referred to as warpage) may occur.
[0009]
FIG. 3 is a cross-sectional view schematically showing the state of the disc in which warpage has occurred, the broken line shows the state of the disc during non-braking, the solid line shows the state of the disc during braking, and the brake is indicated by an arrow in the figure. Sometimes shows the stress acting on the disc and bolt.
[0010]
As shown in the figure, when warping occurs on the outer periphery of the disc, the contact between the brake lining and the disc becomes uneven during braking, resulting in unstable frictional force and the expected braking characteristics. It becomes impossible. Further, since the outer peripheral portion of the disc 1 is pressed to the wheel 6 side during braking, a tensile stress and a bending stress are applied to the bolt 7 that fastens the disc 1 and the wheel 6 and the bolt hole portion of the disc is locally applied. Stress is applied. For this reason, local stress is repeatedly applied to the bolt hole portion of the disk due to repeated braking (hereinafter also referred to as braking), and fatigue failure may occur from the bolt hole portion. Therefore, in actual use, the amount of warping of the disk is regularly monitored, and replacement is performed when the value exceeds a predetermined value. Therefore, the occurrence of warpage leads to shortening of the life of the disk, which is not preferable from the viewpoint of economy. Therefore, a technique for suppressing the occurrence of warpage and extending the life of the disk is required.
[0011]
In addition, as described above, tensile stress concentrates on the bolt hole on the inner periphery of the disk that restrains the expansion of the outer periphery of the disk, and the bolt hole is subject to fatigue failure due to repeated stress in the rotational direction during braking. May become a dangerous part. Therefore, there is a need for a technique for extending the life of the disk by reducing these stresses applied to the bolt holes.
[0012]
On the other hand, in addition to the tensile stress that is always applied to fasten the disc and the wheel, the bolt is subjected to bending stress in the rotational direction that is applied to restrain the rotation of the disc and thermal expansion of the outer periphery. A bending stress in the radial direction applied by the inner peripheral portion receiving tensile stress toward the outer peripheral portion side is repeatedly generated by braking. Furthermore, when the disc is warped, tensile stress and bending stress in the radial direction are repeatedly applied by braking as described above. Stresses that average these stresses and stresses that are repeatedly applied can cause fatigue failure of the bolt. Therefore, in actual use, the bolts are also regularly inspected in the same manner as the disk, and are exchanged before fatigue failure occurs. Therefore, there is a need for a technique for extending the life of a bolt by reducing the stress.
[0013]
As an attempt to solve these problems, Japanese Patent Application Laid-Open No. 10-318304 discloses a brake disc composed of an outer ring and an inner ring, in which the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring are in the radial direction. Brake discs have been proposed in which the discs are fitted with a sufficient margin and fitted in the circumferential direction.
[0014]
By applying the brake disc, the thermal stress generated in the outer ring having the sliding surface is absorbed by the gap provided between the outer ring and the inner ring, so the stress on the bolt hole of the inner ring Concentration can be eased.
[0015]
However, in order to fit the outer ring and the inner ring, it is necessary to provide a certain amount of clearance also in the circumferential direction. However, if the clearance is reduced, workability deteriorates, and if the clearance is increased, rattling occurs and braking occurs. This is not preferable because the braking characteristic becomes unstable. In addition, since repeated stress due to braking acts on the fitting portion, there is a possibility that fatigue failure occurs in the fitting portion. Furthermore, when an excessive stress acts on the fitting portion, an unexpected accident may occur due to the outer ring coming off from the inner ring.
[0016]
As described above, particularly in a railway vehicle disc, the disc and bolt are repeatedly subjected to severe thermal stress, tensile stress, and bending stress due to braking, so it is difficult to extend the life of the disc and bolt beyond the current level. Met.
[0017]
In view of the above problems, the present invention reduces the stress acting on a fastening hole such as a bolt hole of a disk and a fastening member such as a bolt by braking by optimizing the shape of the integrated disk. An object of the present invention is to suppress the occurrence of fatigue failure from the fastening hole and the fatigue failure of the fastening member, and to extend the life of the disk and the fastening member.
[0018]
[Means for Solving the Problems]
The present inventors have examined the position of a fastening hole suitable for suppressing the generation of stress generated in a fastening hole such as a bolt hole of a disk. In addition, in order to disperse the stress concentration generated in the fastening hole, it was studied to restrain the disk by a portion other than the fastening hole. As a result, the following knowledge was obtained.
[0019]
(A) By providing a fastening hole in the sliding part, the disk is restrained by the sliding part, and this is caused by constraining the outer peripheral part, which has conventionally been at a high temperature, by the inner peripheral part having a relatively low temperature. The warping that has occurred can be suppressed. Further, it becomes possible to distribute the warpage between the outer peripheral side and the inner peripheral side, and even when the disc is pressed against the wheel side by brake lining during braking, the tensile stress acting on the fastening member such as the fastening hole and the bolt and the like The bending stress can be significantly reduced. Further, since the tensile stress in the circumferential direction for restraining other parts does not occur in the sliding portion, it is possible to suppress the concentration of the tensile stress in the fastening hole portion. Furthermore, it is possible to omit the inner peripheral portion that has been provided for securing the fastening hole portion in the related art, and the disk can be reduced in weight.
[0020]
Here, the fastening hole portion is a peripheral portion of a fastening hole provided in the disk in order to fasten to a member to be fastened such as a wheel by a fastening member. When the fastening member is a bolt, Yes, if the fastening member is a screw, it means a screw hole. The sliding part is an annular part of the disc surrounded by the inner and outer circumferences of the sliding surface. When the sliding surface is concentrically divided into a plurality of annular parts, An annular portion surrounded by the inner periphery of the annular sliding surface located on the periphery and the outer periphery of the sliding surface located on the outermost periphery. The sliding surface is a surface where the disc and the brake lining come into contact during braking.
[0021]
(B) By arranging the fastening holes so as to satisfy the following condition (a), both the inner peripheral side and the outer peripheral side of the disk that are thermally expanded during braking and are deformed to the disk sliding surface side Can be restrained by the fastening member at a position close to both of them, so that the degree of warpage can be further suppressed. Further, the warpage can be evenly distributed between the outer peripheral side and the inner peripheral side, and when the disc is pressed against the wheel side by the brake lining during braking, the tensile stress acting on the fastening member such as the fastening hole and the bolt and the like It becomes possible to further reduce the bending stress.
[0022]
−0.12 ≦ r / R ≦ 0.20 (a)
here,
r: Distance to the center of the fastening hole with respect to the center in the width direction of the sliding part in the same radial direction of the brake disk (in the case where the center of the fastening hole is located in the inner peripheral side direction, in the negative, outer peripheral side direction) Positive if located)
R: Width of sliding part
It is.
[0023]
Here, the width of the sliding portion is the width of the sliding portion in the radial direction of the disk, and the center in the width direction of the sliding portion is the center of the width of the sliding portion.
FIG. 4 is an explanatory diagram showing the definition of r and R. FIG. 4A shows a case where r is positive, and FIG. 4B shows a case where r is negative. Moreover, the circular arc which consists of a set of the width direction center of a sliding part is shown with a dashed-dotted line, and the circular arc which passes along the center of a fastening hole with a broken line is each shown.
[0024]
(C) After the disc and the member to be fastened are fastened in an embedded type fastening manner, the disc and the brake lining in the region where the bolt hole is drawn when the disc is rotated by attaching the lid constituting the sliding surface to the fastening hole; Therefore, the annular area drawn by the fastening hole when the disk is rotated can sufficiently function as a sliding surface, and the weight of the disk can be further reduced.
[0025]
Further, the same effect can be obtained even if the fastening member itself has a function as the lid. That is, for example, when the fastening member is a screw, the head portion of the screw may constitute the sliding surface in a state where the disk and the member to be fastened are fastened.
[0026]
Accordingly, the term “lid” is not limited to a lid independent of the fastening member, but is a concept that includes the fastening member when the fastening member has a function as a lid.
(D) It is possible to disperse the stress concentration on the fastening hole by providing the fastening surface of the disk with a concave or convex part that fits with the convex or concave part of the member to be fastened. It becomes possible to suppress the occurrence of fatigue failure and fatigue failure of the fastening member.
[0027]
Here, the fastened member is a member fastened to the disc by the fastening member, for example, a wheel in the case of a side disc that is fastened directly to a wheel, and is fastened via a disc body in the case of an axial mount disc. If it is, it is a disc body. However, when a fitting part forming member is mounted on a wheel or the like to be fitted to the disc, the wheel or the like includes the fitting part forming member, and these are referred to as a fastened member as an integrated member. The fastening surface is a surface facing the member to be fastened when the disk is fastened to the member to be fastened.
[0028]
  The present invention has been completed based on the above findings, and the gist thereof is as follows.
  (1)The sliding surface, which is one surface,Sliding part defined as an annular partA brake disc including a disc whose fastening surface, which is the other surface, faces the member to be fastened at the time of fastening,
  In the sliding portion, a fastening member for fastening with the fastened member is accommodated.Fastening holeAre provided, and the positions of the plurality of fastening holes satisfy the following condition (a):
  On the fastening surface, a concave portion for fitting with a convex portion provided on the member to be fastened, or a convex portion for fitting with a concave portion provided on the member to be fastened is formed,
  The plurality of fastening holes and the concave portions or the convex portions formed on the fastening surface are arranged in the circumferential direction of the disk.thing
Characterized byFor rolling stockbrake disc.
[0029]
−0.12 ≦ r / R ≦ 0.20 (a)
here,
  r: Distance to the center of the fastening hole with respect to the center in the width direction of the sliding part in the same radial direction of the brake disk (in the case where the center of the fastening hole is located in the inner peripheral side direction, in the negative, outer peripheral side direction) Positive if located)
R: Width of sliding part
It is.
[0030]
  (2) Having a lid to be mounted in the fastening hole, wherein the lid constitutes a sliding surface (1)In termsBrake disc as described.
[0031]
(5) The brake disc according to any one of (1) to (3), wherein the fastening surface of the brake disc has a concave or convex portion for fitting.
[0032]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 5 is a partial plan view showing a quarter of a brake disk according to an embodiment of the present invention. In the same figure, a dotted line shows the shape of a fastening surface, the code | symbol 11 shows the recessed part which mutually fits the convex part of a to-be-fastened member, and it shows using the same code | symbol about the element same as FIG.
[0033]
As shown in the figure, the sliding part having the sliding surface 4 is provided with a bolt hole 5 which is a fastening hole. Moreover, as shown by a dotted line, the recessed part 11 which fits with the convex part of a to-be-fastened member is provided in the fastening surface.
[0034]
6 is a partial cross-sectional view schematically showing a cross-section in a state where the brake disc shown in FIG. 5 is attached to a wheel. FIG. 6 (a) is a partial cross-section of a portion corresponding to the BB cross-section of FIG. The figure and the figure (b) are the fragmentary sectional views of the site | part corresponded to CC cross section of FIG.
[0035]
As shown in FIG. 2A, the brake discs 1 and 1 are fastened to both side surfaces of the wheel 6 by bolts 7 and nuts 8 as fastening members, and are attached so as to rotate together. Further, as shown in FIG. 2B, the brake disks 1 and 1 have a recess 11 on the fastening surface that fits into the protrusion 10 of the pin 9 attached to the wheel 6.
[0036]
As described above, for example, in the conventional disk shown in FIG. 1, due to thermal stress generated by braking, there is a case where significant stress concentration occurs in the bolt hole at the inner periphery of the disk and local plastic deformation occurs. is there. Furthermore, when the disc is warped due to thermal stress generated by braking, it becomes difficult to obtain stable braking characteristics, and significant stress is applied to the bolt holes and bolts on the inner periphery of the disc due to braking. Repeated action may lead to fatigue failure. In braking, in order to constrain the displacement in the rotational direction, a significant bending stress acts on the bolt hole and the bolt in the rotational direction.
[0037]
On the other hand, in the disc of this embodiment, as shown in FIGS. 5 and 6, it is possible to suppress the occurrence of warping by providing a fastening hole in the sliding portion of the disc. Thus, it is possible to obtain a braking characteristic, and it is possible to suppress fatigue failure by reducing the stress repeatedly applied to the fastening hole and the fastening member due to the warp of the disk.
[0038]
Here, it is desirable to arrange the fastening holes so as to satisfy the following condition (a).
−0.12 ≦ r / R ≦ 0.20 (a)
here,
r: Distance to the center of the fastening hole with respect to the center in the width direction of the sliding part in the same radial direction of the brake disk (in the case where the center of the fastening hole is located in the inner peripheral side direction, in the negative, outer peripheral side direction) Positive if located)
R: Width of sliding part
It is.
[0039]
By arranging the fastening holes so as to satisfy the above condition (a), both the inner peripheral side and the outer peripheral side of the disc that are thermally expanded during braking and are deformed to the disc sliding surface side are It can restrain by a fastening member in the position which adjoined, and can also suppress the grade of curvature. Further, the warpage can be evenly distributed between the outer peripheral side and the inner peripheral side, and when the disc is pressed against the wheel side by the brake lining during braking, the tensile stress acting on the fastening member such as the fastening hole and the bolt and the like It becomes possible to further reduce the bending stress.
[0040]
Moreover, since the disk of this embodiment has the recessed part 11 fitted to the convex part 10 of the pin 9 with which the wheel 6 which is a to-be-fastened member was mounted | worn in a fastening surface, it restrains the displacement of a rotation direction at the time of a brake. Therefore, it is possible to disperse the stress in the rotational direction applied to the periphery of the recess. In addition, the stress applied to the fastening hole and the fastening member in order to constrain the displacement in the radial direction due to thermal expansion can be distributed to the periphery of the recess. As a result, it is possible to suppress stress concentration on the fastening hole and the fastening member, and it is possible to suppress fatigue failure from the fastening hole and the fastening member.
[0041]
FIG. 7 shows an example of the pin 9 attached to a wheel or the like. FIG. 7A is a plan view, FIG. 7B is a front view, and FIG. 7C is a side view.
FIG. 8 shows a fitting state of the pin 9 and the disk 1 shown in FIG. 7, in which FIG. 8 (a) is a circumferential sectional view of the disk with respect to the fitting portion, and FIG. It is radial direction sectional drawing of the disk about a joint part.
[0042]
The pins shown in FIGS. 5 and 8 are provided with a convex portion on a disk-like base portion. As shown in FIG. 8, the pin 9 attached to the wheel 6 in a state where the disk 1 and the wheel 6 are fastened. The convex portion 10 and the concave portion 11 of the fastening surface of the disk 1 are fitted.
[0043]
Here, it is preferable that the convex part height H of the pin and the concave part depth D of the disk be 5 to 25 mm when applied as a brake disk for a railway vehicle. If the convex height H of the pin or the concave depth D of the disk is less than 5 mm, the effect of restraining the displacement of the disk in the rotational direction may not be obtained when the disk is warped. Further, if the convex height H of the pin or the concave depth D of the disc exceeds 25 mm, the strength of the disc may be lowered and insufficient.
[0044]
Further, the convex width Wp of the pin and the concave width Wd of the disk are preferably 10 to 80 mm. If the convex width Wp of the pin or the concave width Wd of the disk is less than 10 mm, there is a possibility that the strength of the convex portion is insufficient and a sufficient displacement restraining force cannot be obtained. Also, if the pin projection width Wp or the disc recess width Wd exceeds 80 mm, the strength of the disc may be insufficient.
[0045]
Further, the height H of the pin and the depth D of the recess of the disk are preferably the same, but a gap of 0.3 to 1.0 mm may be formed at the time of fitting from the viewpoint of processing accuracy. . The gap between the convex width Wp of the pin and the concave width Wd of the disk and the gap between the convex length Lp of the pin and the concave length Ld of the disk are from the viewpoint of processing accuracy, workability during fastening work, and suppression of seizure. 0.1 to 1.5 mm is preferable, and 0.1 to 0.7 mm is more preferable.
[0046]
Moreover, it is preferable to chamfer 0.3-2.0 mm in the corner of the convex part of a pin and the recessed part of a disk.
Further, the recesses of the disk are preferably arranged in the circumferential direction of the disk, and the number thereof is preferably 3-16. Further, as shown in FIG. 5, the fastening holes and the recesses are preferably arranged alternately in the circumferential direction of the disk.
[0047]
When the pin mounted on the wheel and the disk are fitted as in this embodiment, the shape of the base of the pin can be determined as appropriate. When the base is a disk, the diameter of the base is preferably 20 to 80 mm. If it is less than 20 mm, the strength of the pin is small, and if it exceeds 80 mm, the strength of the wheel may be small. In the case of other shapes, it is preferable to have the same size.
[0048]
FIG. 9 shows an embodiment in which a lid that constitutes a sliding surface is attached to a fastening hole provided in a sliding portion. FIG. 9A shows a sliding state after fastening with a bolt and a nut in an embedded fastening mode. FIG. 5B is a cross-sectional view showing a state in which the lid constituting the sliding surface is attached, and FIG. 5B is a cross-sectional view showing the state in which the lid constituting the sliding surface is attached after being fastened in the embedded fastening mode with screws. FIG. 3C is a cross-sectional view showing a state in which the head is fastened by a screw having a function of a lid that constitutes a sliding surface.
[0049]
In the example shown in FIG. 1A, the disks 1 and 1 are fastened to both sides of the wheel 6 by bolts 7 and nuts 8 as fastening members in an embedded fastening manner. The constituting lid 12 is mounted in the fastening holes of both disks.
[0050]
As shown in the figure, after the discs 1 and 1 are fastened in an embedded type fastening manner, the disc 12 in the region where the bolt holes are drawn when the disc is rotated by attaching the lid 12 constituting the sliding surface 4 to the fastening hole. Since the sliding between the brake lining and the brake lining can be made continuous, the annular area drawn by the fastening hole when the disk rotates can be made to function sufficiently as a sliding surface. Therefore, the weight of the disk can be reduced.
[0051]
In the example shown in FIG. 2B, the disks 1 and 1 are fastened to both sides of the wheel 6 by screws 13 as fastening members in an embedded fastening manner, and one face forms a sliding face 4 that constitutes the sliding face 4. Is installed in the fastening hole of one of the discs.
[0052]
As shown in the figure, after the discs 1 and 1 are fastened with screws 13 in an embedded fastening manner, a lid 12 that constitutes the sliding surface 4 is attached to the fastening hole, in addition to the above effect. Work becomes easier and workability is improved.
[0053]
In the example shown in FIG. 2C, the disks 1 and 1 are fastened to the both sides of the wheel 6 by screws 13 that are fastening members, and the heads of the screws 13 constitute the sliding surface 4. ing.
[0054]
As shown in the figure, by fastening the disks 1 and 1 with screws 13 whose heads constitute the sliding surface 4, the fastening work is further simplified and the workability is improved.
In this embodiment, a concave portion is provided on the fastening surface of the sliding portion for a disk that does not have a portion corresponding to the conventional inner peripheral portion. However, the present invention is not limited to this, and FIG. In the conventional disk as shown, a recess may be provided on the fastening surface of the inner peripheral portion, or may be provided across both the outer peripheral portion and the inner peripheral portion or independently.
[0055]
Moreover, in this embodiment, although the recessed part fitted to the convex part of a to-be-fastened member was provided in the fastening surface of the disk, the recessed part was provided in the to-be-fastened member, and the convex part fitted to the said recessed part was used for the fastening surface of the disk. It may be provided.
[0056]
Further, in this embodiment, the convex portion of the pin attached to the wheel and the concave portion of the fastening surface of the disk are fitted, but the convex portion or the concave portion is provided on the wheel itself, and the convex portion or the concave portion is fitted to each other. A concave portion or a convex portion may be provided on the fastening surface of the disk. Further, a key groove may be provided in the disk and the wheel so that the key groove which is a concave portion of the disk is fitted with a key fitted in the key groove of the wheel.
[0057]
Further, in this embodiment, the concave portion that fits the convex portion of the member to be fastened is provided on the fastening surface of the disc so as to restrain the rotational direction and radial displacement of the disc. Only one of the displacements in the radial direction may be constrained. As in this embodiment, it is preferable to restrain the displacement in the rotational direction and the radial direction of the disk because the stress concentration on the fastening hole and the fastening member can be more dispersed.
[0058]
In this embodiment, only the fastening hole portion of the disc and the concave portion of the fastening surface are increased in thickness, but the entire disc may have a uniform thickness. It is preferable to increase only the thickness of the fastening hole and the concave portion of the fastening surface as in this embodiment because the disk can be made lighter.
[0059]
In this embodiment, the disk has a fastening hole in the sliding portion of the disk and has a recess for fitting on the fastening surface of the disk. However, the disk may have only one of them. Good. As in this embodiment, when the disk sliding portion has a fastening hole and the fastening surface has a recess or projection for fitting, the stress acting on the fastening hole and the fastening member is reduced. Since generation | occurrence | production can be suppressed and the stress concentration to a fastening hole part and a fastening member can be disperse | distributed, it is preferable.
[0061]
【Example】
Example 1
In order to confirm the effect of the present invention, forged steel materials currently used for Shinkansen were used, five types of discs having different shapes were manufactured, and a brake test was performed.
[0062]
Table 1 shows the shape of the disk used for the test. Moreover, about the test materials 1-3, the shape of the pin which forms the convex part which fits with the recessed part of the fastening surface of a disk when a disk is fastened to a wheel is shown collectively.
[0063]
[Table 1]

[0064]
The test materials 1 to 3 are disks having the shape shown in FIG. 5, and the test material 4 is a conventional disk having the shape shown in FIG. The test material 5 was a disk composed of an outer ring and an inner ring described in JP-A-10-318304, and the inner diameter of the outer ring was 450 mm. The mass of the test materials 1 to 3 was about 45 kg, and the mass of the test materials 4 and 5 was about 60 kg.
[0065]
Moreover, the pin was made into the shape shown in FIG. 7, and the diameter of the disk part of the base was set to 50 mm.
The five types of discs shown in Table 1 were subjected to a brake test using a wheel tester modeled on a JR Shinkansen carriage, and two discs as a set, with the sliding surfaces on the outside and attached to both sides of the wheels. . A copper-based sintered alloy was used as the brake lining material, and the brake lining material was subjected to a constant deceleration condition from an initial speed of 100 km / h to 2.5 km / (h · s). At this time, the temperature of the test materials 1 to 3 increased to about 110 ° C., and the temperature of the test materials 4 and 5 increased to about 100 ° C. Thereafter, the disc was allowed to cool, and when the disc temperature dropped to 60 ° C., the wheel was driven again, and the brake test was performed again under the above conditions. This process was repeated 100 times.
[0066]
Table 2 shows the friction coefficient in the 90th to 100th brakes, the stress applied to each fastening bolt (hereinafter also referred to as bolt load stress), and the amount of warpage after the brake test. Here, the amount of warpage refers to the maximum distance between the sliding surface after the brake test and the reference surface when the sliding surface of the disk before the brake test is used as the reference surface.
[0067]
[Table 2]

[0068]
Here, the fluctuation range of the friction coefficient is the fluctuation range of the friction coefficient during braking. The smaller this value, the more stable braking characteristics can be obtained and the better the braking performance. The fluctuation range of the bolt load stress is the fluctuation range of the stress applied to the bolt during braking. The smaller this value, the smaller the repeated stress applied to the fastening hole and the fastening member, and the fatigue fracture resistance. It means that it is excellent.
[0069]
As shown in Table 2, in the test material 4, since the warp was caused by the thermal stress due to braking, the fluctuation range of the bolt load stress was large.
In addition, since the outer ring and the inner ring are fitted with a margin in the radial direction of the disk, the test material 5 is absorbed by the fitting portion and the test material 4 The large warp seen in the case did not occur. However, since the outer ring and the inner ring are fitted, the fluctuation range of the friction coefficient and the fluctuation range of the bolt load stress are large. In addition, although the average value of the bolt load stress could be slightly reduced, it was not much different from the test material 4 which is a conventional disk.
[0070]
On the other hand, since the test materials 1 to 3 are fastened to the wheel at the sliding portion, the degree of warpage is smaller and better than the test material 5. In addition, since the concave portion of the fastening surface of the disk and the convex portion of the pin attached to the wheel are fitted to restrain the displacement in the rotational direction and the radial direction, the number of bolts is half of the test materials 4 and 5. The fluctuation value of the bolt load stress was smaller and better than that of the test materials 4 and 5.
[0071]
(Example 2)
Next, using the test materials 1 to 3, a brake test was performed from an initial speed of 300 km / h. The brake test conditions were equivalent to emergency brakes. The temperature of the test material after braking was 600 ° C.
[0072]
Table 3 shows the friction coefficient and bolt load stress in the 90th to 100th brakes.
[0073]
[Table 3]

[0074]
As shown in Table 3, the friction characteristics of the test materials 1 to 3 were almost the same, but in the test material 2, the concave portion width was less than 10 mm, so the strength of the convex portion of the pin was small and the convex portion was deformed. As a result, the restraining force of the disk was reduced, so that the fluctuation range of the bolt load stress of the test material 1 was larger. Further, in the test material 3, the depth of the recess was as shallow as less than 5 mm, and the restraint force of the disk by the fitting portion was small, so that it was larger than the fluctuation range of the bolt load stress of the test material 1. Since the test material 1 had a fitting part shape in a suitable range, the fluctuation range of the bolt load stress was small and a more preferable value.
[0075]
(Example 3)
Next, when using the disk of the test material 1 and using the fins formed on the wheels as the protrusions that fit the recesses of the fastening surface of the disk, and when mounting the lid that constitutes the sliding surface in the bolt holes A brake test was conducted. The brake test conditions were the same as those in Example 2. The shape of the fin was the same as the shape of the convex portion of the pin. Further, the lid is made of the same material as the disk, and after being fastened with bolts and nuts, the lid is screwed into the bolt hole so as to be at the same level as the sliding surface of the disk, as shown in FIG. It was made into the form.
[0076]
Table 4 shows the friction coefficient and bolt load stress in the 90th to 100th brakes, and the presence or absence of the convex portion forming member and the lid.
[0077]
[Table 4]

[0078]
As shown in Table 4, in test number B, the fin formed directly on the wheel fits into the concave portion of the fastening surface of the disk, so that the fluctuation range of the bolt load stress was smaller than in test number A. Also, in test number C, by attaching a lid that constitutes a sliding surface to the bolt hole, the sliding of the disc and the brake lining in the area drawn by the bolt hole when the disc rotates is made continuous and the disc is fastened when the disc rotates. Since the annular region drawn by the hole was also made to function sufficiently as a sliding surface, the average value of the friction coefficient was larger than that of test number A, and the fluctuation range of the friction coefficient was small.
[0079]
Example 4
Next, using an Al-based composite material, three types of disks having different shapes were manufactured by a sand casting method, and a brake test was performed.
[0080]
Table 5 shows the shapes of the disks subjected to the test. For the test material 6, the shape of a pin that forms a convex part that fits into the concave part of the fastening surface of the disk when the disk is fastened to the wheel is also shown.
[0081]
[Table 5]

[0082]
The test material 6 is a disk having the shape shown in FIG. 5, and the test material 7 is a disk having a conventional shape shown in FIG. The test material 8 was a disk composed of an outer ring and an inner ring described in JP-A-10-318304, and the inner diameter of the outer ring was 450 mm. Moreover, the test material 8 used the Al group composite material only for the outer ring, and used the forged steel material for the inner ring.
[0083]
Moreover, the pin was made into the shape shown in FIG. 7, and the diameter of the disk part of the base was set to 50 mm.
The brake test conditions were the same as those in Example 2. If a crack occurred in the bolt hole part during the test, the test was stopped there.
[0084]
Table 6 shows the friction coefficient and bolt load stress in the 90th to 100th brakes.
[0085]
[Table 6]

[0086]
As shown in Table 6, since the test material 7 did not have the bolt hole portion in the sliding portion, the stress was concentrated in the bolt hole portion, and a crack occurred from the bolt hole portion at the fourth brake load.
[0087]
In the test material 8, since the outer ring and the inner ring are fitted with a margin in the radial direction of the disk, the thermal stress generated in the outer ring is absorbed by the fitting portion, The generated large warp did not occur, and cracks did not occur from the bolt holes even after 100 brake loads. However, since the outer ring and the inner ring are fitted, the fluctuation range of the friction coefficient and the fluctuation range of the bolt load stress are large.
[0088]
Since the test material 6 was fastened to the wheel at the sliding portion, the large warp seen in the test material 4 did not occur, and no cracks were generated from the bolt holes even after 100 brake loads. . In addition, since the concave portion of the fastening surface of the disk and the convex portion of the pin attached to the wheel are fitted to restrain the displacement in the rotational direction and the radial direction, although the number of bolts is half of the test material 8, The fluctuation range of the friction coefficient and the fluctuation range of the bolt load stress were smaller and better than those of the test material 8.
[0089]
(Example 5)
Next, the relationship between the position of the bolt hole and the amount of warpage was determined by FEM analysis.
FIG. 10 is an explanatory diagram showing a finite element division method performed in the FEM analysis.
[0090]
As shown in the figure, in the FEM analysis of this example, it is assumed that a brake is applied to a disk fastened with 12 bolts evenly in the circumferential direction, and the bolt hole A finite element division was performed on a portion of 1/24 (a range of 15 ° as a central angle) from a position passing through the center of the center to an intermediate position between the bolt hole and the adjacent bolt hole. Here, the point A and the point B respectively correspond to an inner peripheral part and an outer peripheral part in the radial direction passing through the center of the bolt hole. Point C and point D correspond to an inner peripheral portion and an outer peripheral portion in the radial direction passing through the center of the bolt hole and the radial direction forming a central angle of 15 °, respectively.
[0091]
Each part of points A to D (refer to FIG. 10) after cooling to room temperature by repeatedly applying the brake three times as a condition corresponding to an emergency brake from 300 km / h with a sliding surface width of 134 mm. The amount of warpage was determined. Here, the amount of warpage of each part represents the distance from point A to point D after the brake load with the slide surface of the disk before the brake load as a reference surface, with the sliding surface side being positive. In this example, the disc stopped 90 seconds after the brake load. The maximum temperature reached by the disk in this example was about 630 ° C. Moreover, the material constant of the forged steel material currently used for the Shinkansen was used for each finite element.
[0092]
FIG. 11 is a graph showing the relationship between the amount of warpage of each part determined by FEM analysis and the position of the bolt hole.
As shown in the figure, when the position of the bolt hole is located on the inner peripheral side with respect to the center position of the sliding surface width, the amount of warping at the outer peripheral portion C and D points increases, and the position of the bolt hole Is located on the outer peripheral side with respect to the center position of the sliding surface width, the warp amount at points A and B which are the inner peripheral portions tends to increase.
[0093]
And when the position of a bolt hole is in the range which satisfies the following (a), it can confirm that all the curvature amount in each part of A-D point will be less than 0.012 mm, and generation | occurrence | production of curvature can be suppressed effectively. It was.
[0094]
−0.12 ≦ r / R ≦ 0.20 (a)
[0095]
【The invention's effect】
According to the present invention, it is possible to reduce the stress applied to the fastening hole portion and the fastening member of the disc by suppressing the occurrence of warping of the disc due to thermal stress due to braking. The life of the fastening member can be extended.
[0096]
In addition, by restraining the displacement of the disk at a part other than the fastening part, it is possible to disperse the stress applied to the fastening hole part and the fastening member of the disk. Breakage can be suppressed, and the life of the disk and the fastening member can be extended.
[Brief description of the drawings]
FIG. 1 is a diagram showing the shape of a conventional railway vehicle brake disk, FIG. 1 (a) is a partial plan view showing a quarter of a railway vehicle brake disk, and FIG. FIG. 2 is a partial cross-sectional view showing an AA cross section of FIG.
FIG. 2 is a cross-sectional view schematically showing a state in which a conventional railway vehicle brake disc is attached to a wheel.
FIG. 3 is a cross-sectional view schematically showing a state of a disc in which warpage has occurred, a broken line showing a state of the disc when not braked, and a solid line showing a state of the disc when braking.
4A and 4B are explanatory diagrams showing definitions of r and R. FIG. 4A shows a case where r is positive, and FIG. 4B shows a case where r is negative.
FIG. 5 is a partial plan view showing a quarter of a brake disc according to an embodiment of the present invention.
6 is a partial cross-sectional view schematically showing a cross-section in a state where the brake disc shown in FIG. 5 is attached to a wheel, and FIG. 6 (a) is a partial cross-section of a portion corresponding to the BB cross-section of FIG. FIG. 6 and FIG. 6B are partial cross-sectional views of a portion corresponding to the CC cross section of FIG.
7A and 7B are diagrams showing an example of a pin attached to a wheel or the like. FIG. 7A is a plan view, FIG. 7B is a front view, and FIG. 7C is a side view.
8 is a cross-sectional view showing a fitting state of the pin and the disk shown in FIG. 7, FIG. 8 (a) is a circumferential sectional view of the disk with respect to the fitting portion, and FIG. It is radial direction sectional drawing of the disk about a fitting part.
FIG. 9 is a cross-sectional view showing an embodiment in which a lid that constitutes a sliding surface is attached to a fastening hole provided in a sliding portion, and FIG. 9 (a) is an embedded type fastening manner using bolts and nuts. FIG. 9B is a cross-sectional view showing a state in which the lid constituting the sliding surface is attached after fastening, and FIG. 9B shows the state in which the lid constituting the sliding surface is attached after fastening in the embedded fastening mode with screws. Sectional drawing and FIG.9 (c) are sectional drawings which show the state fastened with the screw | thread with which the head combined the function of the lid | cover which comprises a sliding surface.
FIG. 10 is an explanatory diagram showing a finite element division method performed in the FEM analysis.
FIG. 11 is a graph showing the relationship between the amount of warpage of each part determined by FEM analysis and the position of a bolt hole.
[Explanation of symbols]
1: Brake disc 2: Outer periphery
3: Inner circumference 4: Sliding surface
5: Bolt hole 6: Wheel
7: Bolt 8: Nut
9: Pin 10: Convex part
11: Recess 12: Lid
13: Screw

Claims (2)

A sliding surface that is one surface has a sliding portion that is defined as an annular portion , and the other surface is a brake disk that includes a disk that faces a member to be fastened at the time of fastening,
The sliding portion is provided with a plurality of fastening holes for accommodating fastening members for fastening with the fastened member, and the positions of the fastening holes satisfy the following condition (a):
On the fastening surface, a concave portion for fitting with a convex portion provided on the member to be fastened, or a convex portion for fitting with a concave portion provided on the member to be fastened is formed,
The brake disk for a railway vehicle , wherein the plurality of fastening holes and the concave portion or the convex portion formed in the fastening surface are arranged in a circumferential direction of the disc.
−0.12 ≦ r / R ≦ 0.20 (a)
here,
r: Distance to the center of the fastening hole with respect to the center in the width direction of the sliding part in the same radial direction of the brake disk (in the case where the center of the fastening hole is located in the inner peripheral side direction, in the negative, outer peripheral side direction) Positive if located)
R: Width of sliding part
It is. The railcar brake disk according to claim 1, further comprising a lid attached to the fastening hole, wherein the lid constitutes a sliding surface.

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