Technical field
[0001]
The present invention is fastened to the wheels of the rail vehicle, to a brake disc for rail vehicles which generates a braking force by being pressed is slidable contact member on the sliding portion.
BACKGROUND
[0002]
Prior to, signed a brake disk to a wheel of a railway vehicle, by pressing the sliding member to the brake disc, there is a braking system for braking the rotation of the wheel. In such a brake system, a large frictional heat on the brake discs occurs during braking. Therefore, a plurality of longitudinal fins extending radially on the rear surface of the brake disk is provided, by rotation of the brake disc by flowing air between the brake discs and the wheels, that the structure for the heat dissipation of the brake disc is employed is there.
　The brake disc having a plurality of longitudinal fins, the wheel is mounted on a high-speed rail is significant noise flows a large amount of air between the brake disc and the wheel as it rotates at high speed occurs. Therefore, in Patent Document 1, provided with a transverse rib which gives resistance to the air flowing between the plurality of longitudinal fins, by adjusting the opening area between the vertical fin by the lateral ribs, flows between the plurality of vertical fins suppressing the amount of air, it proposed to reduce noise have been made.
CITATION
Patent Document
[0003]
Patent Document 1: JP 2007-205428 JP
Summary of the Invention
Problems that the Invention is to Solve
[0004]
　As shown in Patent Document 1, by providing the transverse ribs to the brake disc having a plurality of longitudinal fins, the noise can be reduced as compared with the case where there is no transverse ribs. However, in Patent Document 1 of the brake disc, in order to reduce the noise caused by the increase in air flow due to further speed further it becomes necessary to reduce the opening area between the transverse rib and the wheel. If you reduce the opening area as, with decreasing air flow rate, sufficiently problem can not be secured heat radiation performance of the brake disc occurs.
[0005]
　The present inventors have found that without reducing the heat radiation performance of the brake disc, in order to develop a low noise brake discs were tested to verify the source of the brake disc.
　First and probed the brake disc and the surrounding sound that rotates at a high speed by using a microphone array sound source search system. As a result, the sound source was found to be internal brake disc near or brake disc. Was then performed blocked by testing each part of the brake disc appears to generate a turbulent flow as a noise source. The respective portions, specifically, an inlet of the flow path of air of the disk rear surface (the opening portion of the inner peripheral side of the brake disc) and an outlet (outer peripheral side of the opening of the brake disc) and, fastening the brake disc to the wheel bolt is the open end of the disk surface (sliding portion) side of the through-hole to be inserted to. All these are closed at the result of the noise test, the noise generated from the brake disc was confirmed to be reduced to very low levels. Further, not block the one position of these were tested block the remaining two positions. As a result, the noise of a specific frequency was confirmed that occurred in each part.
　However, even if the sum of all these noises, it was found that the noise level is lower than normal i.e. a state which is open all the sites. In particular, there is a large difference in high frequency range above 800 Hz.
[0006]
　The present inventors have found that by analyzing the results of these tests, considered the most significant factor is noise due to turbulence of the back brake disc, performs various changing test in the form of transverse ribs that provide the turbulence of the air flow in, which resulted in the completion of the present invention.
　The present invention provides a brake disc for rail vehicles, without lowering the heat radiation performance of the brake disc, are intended to significantly reduce the noise generated from the brake disk during high speed rotation of the wheel.
Means for Solving the Problems
[0007]
　The present invention includes a disc plate portion having a sliding portion on the surface and (a plate-like portion excluding the following vertical fin and horizontal ribs and the like of the brake disc is referred to as a disc plate portion.), On the back surface of the disc plate portion a plurality of longitudinal fins provided shape extending in a radial direction of the disc plate portion, next to the shape extending in the circumferential direction of the disc plate portion is provided between each pair of vertical fins adjacent ones of said plurality of longitudinal fins and a rib, the disc plate portion flow path of the air leading to the outer peripheral side from the inner circumferential side of the disc plate portion between the pair of vertical fins while being fastened to the wheels of a rail vehicle is formed, in and the transverse rib by the brake disk for rail vehicles in which the flow path is narrowed in the air,
　the transverse ribs on the side surface along the radial direction of the disc plate portion, passes between the pair of longitudinal fins of airflow It is characterized in that low-gradient is provided for suppressing les.
　According to this configuration, effect that generates a large noise air passing between the pair of longitudinal fins is disturbed by the transverse ribs is suppressed, thereby, significantly reduce the noise generated by the brake disk during high speed rotation it can. Therefore, without reducing the area of the opening between the transverse rib and the wheel that affect heat radiation performance can be greatly reduced noise.
[0008]
　Preferably, the low-gradient is at a side of the transverse rib facing the inner peripheral side along the radial direction of the disc plate portion, or the inner peripheral side and the outer peripheral side along the radial direction of the disc plate portion preparative may be provided on both sides of the said transverse ribs facing each.
　According to this configuration, since the one side of the transverse rib facing the inner peripheral side along the radial direction of at least the disc plate portion is gradually varying, the noise generated by the turbulence of the air flow passing therethrough it can be reduced.
[0009]
　More preferably, the low-gradient includes a head gentle slope provided on at least the transverse ribs of the head,
　the head gentle slope is the side facing the inner periphery of the disc plate portion, the disc plate portion 2mm or more sections in the radial direction of, and, wherein is provided a lateral rib head top to 2mm or more sections in the direction of the axis of rotation of the disc plate portion, shelving from the convex surface or the convex surface of curvature radius 2mm it may be configured as a surface.
[0010]
　More preferably, the low-gradient has a head gentle slope provided on at least the transverse ribs of the head,
　the head gentle slope is the side facing the inner periphery of the disc plate portion, wherein 5mm or more sections in the radial direction of the disc plate portion, and wherein is provided a lateral rib head top to 5mm or more sections in the direction of the axis of rotation of the disc plate portion, loose from the convex surface or the convex surface of curvature radius 5mm it may be configured as a slope face.
[0011]
　With this configuration, without increasing the volume of the transverse ribs, it can reduce the noise generated by the transverse ribs. When the brake disc is thermally expanded, the thermal shrinkage, stress fluctuation is generated in the bolt for fastening the brake disc to the wheel, the volume of the transverse rib is increased, the rigidity of the brake disc is increased, the stress range of the bolt is increased . According to the above arrangement, since the volume of the transverse rib can be reduced, while reducing the noise, it is possible to reduce the stress range caused the bolt.
[0012]
　Specifically, the transverse rib is connected to said pair of longitudinal fins, a configuration having a flow path of air is employed between the transverse rib and the wheel.
　In this arrangement, the effect of noise reduction by low-gradient described above is more exerted.
Effect of the invention
[0013]
　According to the present invention can be in the brake disc for rail vehicles, without lowering the heat radiation performance of the brake disc, to greatly reduce the noise generated from the brake disk during high speed rotation of the wheel.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014]
Is a perspective view showing an example of a braking system in FIG. 1 railcar.
FIG. 2 is a plan view illustrating a rear surface of the brake disc of the first embodiment.
[Figure 3A] indicates each part of the cross section of the brake disk, which is an arrow sectional view taken along line A-A of FIG.
[Figure 3B] shows the various parts of the cross section of the brake disk, which is an arrow sectional view taken along line B-B of FIG.
[Figure 3C] shows a cross section of each portion of the brake disc, which is an arrow sectional view taken along line B-B of Figure 2 showing a modification of the horizontal rib.
[Figure 4A] shows the brake disk of the second embodiment, is a plan view of a surface side of the brake disc.
[Figure 4B] shows the brake disk of the second embodiment, an arrow sectional view taken along line C-C in Figure 4A.
Is a graph showing the FIG. 5 of the vertical fin and noise related to the transverse ribs test results.
Is a graph showing the test results of the noise relating to the through hole for FIG. 6 volts.
7 is a diagram for explaining the average inclination angle of the gentle gradient.
It is a graph showing the relationship between FIG. 8 transverse rib volume and bolt stress range.
9 is a diagram for explaining a fifth embodiment L5 and comparative form L6 from the first embodiment L1 of transverse ribs shown in FIG.
10 is a diagram illustrating the horizontal rib of the second embodiment.
11 is a frequency graph showing a comparison of noise level between the lateral ribs and the conventional transverse ribs of the second embodiment.
Is a table showing the transverse ribs forms are compared in FIG. 12 FIG. 11.
13 is a graph comparing the overall noise level of a predetermined frequency range.
[Figure 14] is a view for explaining the form of a groove provided on the surface of the disk plate, Figure 14E Figures 14A shows a fifth embodiment, respectively from the first embodiment.
15 is a frequency graph showing the relationship between the width and the noise level of the groove.
16 is a frequency graph showing the relationship between the groove of the connecting portion and the noise level.
17 is a graph showing the relationship between the overall sound level of the topology and the predetermined frequency range of the groove.
DESCRIPTION OF THE INVENTION
[0015]
　It will be described in detail with reference to the drawings the embodiments of the present invention.
　(First Embodiment)
　FIG. 1 is a perspective view showing an example of a braking system in a railway vehicle. Figure 2 is a plan view showing the back side of the brake disc of the first embodiment. Figure 3 shows the various parts of the cross section of the brake disc, Figure 3A is an arrow sectional view taken along line A-A of FIG. 2, FIG. 3B is an arrow sectional view taken along line B-B of FIG. 2, FIG. 3C is a transverse rib deformation examples are arrow sectional view taken along line B-B of FIG. 2 showing the.
　Hereinafter, "the outer peripheral side" towards facing the outer periphery along the radial direction of the brake disc 10, a person who faces the inner periphery is defined as "inner circumferential side".
　Brake system of the first embodiment of the present invention is mounted on a high speed train. The brake system includes a brake disc 10 which is fastened to the side of the wheel 100 of the rail vehicle, the sliding member 200 to generate a braking force in contact with the brake disc 10, contact the sliding member 200 to the brake disc 10 and a movable portion 210 which can be pressed towards the. The brake disc 10 and the sliding member 200 is not particularly limited, provided respectively on both sides of one wheel 100, the movable portion 210 is configured so as to sandwich the wheel 100 with two sliding members 200.
[0016]
　Brake disc 10 is an annular disk, the surface 10f of the disc plate portion is sliding portion. The rear surface 10r of the disc plate portion, a plurality of vertical fins 11a, 11b, and a plurality of transverse ribs 13 are provided. Among the brake disc 10, the vertical fin 11a, 11b and the plate-like portion excluding the lateral ribs 13 is referred to as a disc plate portion.
　Further, the brake disc 10, a plurality of through holes 12 for passing the bolt from the surface to the rear surface is provided. In Figure 2, the vertical fin 11a to avoid complexity, 11b, are subjected only to a part of the code of the through-hole 12 and transverse ribs 13,.
　Vertical fin 11a, 11b is a shape extending in the radial direction of the disk plate portion is a portion that protrudes toward the rear surface disc plate portion to the plate portion of the wheel 100. A plurality of vertical fins 11a, 11b are provided at substantially regular intervals in the circumferential direction of the disc plate portion.
[0017]
　Lateral rib 13 has a shape extending in the circumferential direction of the disc plate portion, a plurality of vertical fins 11a, each pair of vertical fins 11a adjacent Of 11b, between 11b, connecting the pair of vertical fins 11a, 11b are It is provided so as to.
　A plurality of through-holes 12 are provided on the same diameter upper disk plate, and are arranged at equal intervals in the circumferential direction of the disc plate portion.
　As shown in FIG. 3A, the vertical fin 11a, 11b are the head is in contact with the side surface of the wheel 100. Lateral rib 13 has a height that the head has a gap between the wheels 100 Noto. With this configuration, when entered into the brake disc 10 to the wheel 100, the vertical fin 11a, 11b, the disc plate portion of the rear surface 10r, and the flow path of the air enclosed in the plate portion of the wheel 100 is formed. Then, when the wheel 100 and the brake disc 10 is rotated, air flows from the inner periphery to the outer periphery in the passage, thereby the heat of the brake disc 10 is released.
[0018]
　In the present embodiment, the inner peripheral side surface 13a of the transverse ribs 13, the a side surface 13b of the outer peripheral side, low-gradient is formed. Low-gradient, the inclination angle is smaller than the draft angle of the cast, preferably having an average inclination angle than 50 °, more preferably is formed an average tilt angle in the 45 ° or less. The draft, when cast brake disc 10, by molding a transverse ribs 13 without the undercut process, in the gradient that can be withdrawn from the mold, means a gradient closest to 90 °. Figure 3B, shows the draft in phantom in FIG. 3C. The low-gradient of the transverse ribs 13, the vertical fin 11a, the average tilt angle is smaller than the slope of the sides of 11b. Here, the average inclination angle, as shown in FIG. 7, the straight line A-B connecting the end point B of the rounding processing of the end point A and the tip end side of the base side of the round processing side 13a of the transverse ribs 13 means the angle α between a straight line parallel a-C and the plate surface of the brake disc 10.
　Side 13a having a gentle slope of the transverse ribs 13, 13b, even curved shape having a bulge, even a curved shape having a recess may be flat or conical shape.
　The operation of the brake disk 10 of the first embodiment will be described below.
[0019]
　(Second Embodiment)
　FIG. 4 shows the brake disk of the second embodiment, FIG. 4A is a plan view of the surface side of the brake disc (sliding side), the arrow C in FIG. 4B Figure 4A it is -C line cross-sectional view.
　Brake system of the second embodiment of the present invention is mounted on a high speed train similar to the first embodiment. The braking system, the brake disc 10A is fastened to the side of the wheel 100 of the rail vehicle (1), sliding member 200 (FIG. 1) to generate a braking force is pressed against the surface of the brake disc 10A.
　The brake disc 10A, a plurality of through-holes 12 penetrating from the surface 10f on the back surface, and grooves 15 connecting the plurality of through-holes 12 in the surface 10f is provided.
[0020]
　A plurality of through-holes 12 are provided on the same diameter upper of the brake disc 10A, and are provided at equal intervals in the circumferential direction of the brake disc 10A. Each through-hole 12, as shown in FIG. 4B, includes a small diameter portion 12t diameters passing the shank of the bolt, and a large large diameter portion 12w having a diameter head or nut of the bolt is located there. The large diameter portion 12w may be have a head or depth nut sinking of the bolt has a head or height shorter the depth of the nut of the bolt, the bolt head or nut one parts may be configured to protrude into the groove 15. The depth of the large diameter portion 12w may be the same as the height of the head or nut of the bolt. In either case, the head or nut of the bolt will not protrude from the surface 10f of the brake disc 10 outwardly.
[0021]
　Groove 15, the surface portion of the brake disc 10A, so as to connect the plurality of through-holes 12 are formed annularly. Grooves 15 are provided, for example, in a shape along the concentric circles of the brake disc 10A.
　Connecting a plurality of through holes 12 by the groove 15 structure, longitudinal fins 11a of the first embodiment may be employed in the brake disc 10 having 11b and transverse ribs 13, in the first embodiment and another structure it may be adopted in the brake disc having.
[0022]
　
　FIG. 5 is a graph showing the test results of the noise relating to the vertical fin and horizontal ribs. 6 is a graph showing the test results of the noise relating to the through hole of the bolt.
　5 and 6 show the test results for a conventional brake disc. The conventional brake discs, has a vertical fin, horizontal ribs, and through holes for bolts, transverse ribs is the shape shown in two-dot chain line in FIG. 3B, a groove 15 is provided on the surface portion of the disc plate portion which means the brake disk that has not been. 5 and 6, the graph line E indicates the noise level when rotated at a high speed conventional brake disc together with the wheel. Graph line L indicates the noise level when a conventional brake disc is rotated at a high speed with a wheel blocking only through holes for bolts. Graph line H in FIG. 5 shows the noise level when rotated at a high speed with a wheel closes the other opening portion of the outer peripheral side of the flow path of the air between a pair of longitudinal fins adjacent. Graph line I in FIG. 5 shows the noise level when rotated at a high speed with a wheel closes the other opening portion of the inner peripheral side of the flow path of the air. Noise level when the graph line F is obtained by high-speed rotation with a wheel blocking a through hole for opening and bolt the inner periphery side and the outer periphery side of the flow path of the air in FIG. 6, the graph line G in FIG. 6 shows the noise level when rotated at a high speed with a wheel block the non-through holes for bolts.
[0023]
　The results of the tests, the noise of a conventional brake disc, and noise generated due to the vertical fin at the outer peripheral side or the inner circumferential side of the opening of the flow path of the air, the transverse ribs in the flow path of the air and noise due to occur, it has been found that contains the noise generated by the through hole of the bolt.
　Noise in the range W3 of the graph line I in FIG. 5 is estimated to be noise resulting from the vertical fin at the opening of the inner peripheral side. Further, noise in the range W2 of the graph line H in FIG. 5 is estimated to be noise resulting from the vertical fin at the opening of the outer peripheral side. Moreover, the noise of the range W1 that graph line H, graph line E relative to I, the difference in L is large is presumed to noise airflow in the flow path is occurring is disturbed by the transverse ribs. Further, noise in the range W4 of the graph line G in Figure 6, is assumed to be noise resulting from the through hole of the bolt. Noise level of the graph line L when plugged only through holes for bolts in the range W4 has decreased 1 ~ 2 dB from the graph line E. From this, it is considered that the noise caused by the through hole for a bolt is a noise comparable due to the airflow flowing through the flow path of the disk rear surface in the range W4.
[0024]
　As shown in FIG. 5, in the brake disc 10 of the first embodiment, as compared with conventional brake discs, the noise level shown in range W1 is greatly reduced. This is probably because the turbulence that has passed through the transverse ribs 13 by gradually varying the transverse rib 13 is significantly suppressed. Therefore, according to the brake disk 10 of the first embodiment, without lowering the flow rate of air to dissipate the brake disc 10 is large, it can be seen that the noise is greatly reduced.
　As shown in FIG. 6, in the brake disc 10A of the second embodiment, only the bolt holes as compared to the open graph line G, the noise in the range W4 which occurs by the through-hole is significantly reduced. This is believed to be due to an annular groove 15 is provided so as to connect the plurality of through-holes 12. Thus, according to the brake disk 10A of the second embodiment, by reducing the noise caused by the through-holes 12, as compared with conventional brake discs, it can be seen that significant noise level is reduced . However, such air flow flowing through the flow passage of the bottom of the disc plate portion, it is assumed that the noise in the same frequency range are caused by other factors is reduced.
[0025]
　Having described first embodiment and the second embodiment of the present invention, the present invention is not limited to the above embodiments. For example, the arrangement of the transverse ribs 13, the inner peripheral portion of the disc plate portion, such as an intermediate between the outer peripheral portion or inner peripheral portion and the outer peripheral portion and may be modified in various ways. The structure narrowing the flow path of the air between the pair of vertical fins with transverse ribs is not limited to those shown in the above embodiment. Transverse ribs 13 of the embodiment described above, and connects the pair of vertical fins adjacent, and the rotation axis direction of the height of the disc plate portion has a lower structure than the vertical fin. However, for example, transverse ribs, while having the same height as the vertical fin, part of the transverse direction of the transverse rib spreads (circumferential direction of the extent of the disc plate portion), without the whole between the pair of vertical fins it may have a structure that extends to leave the area. That is, there is air in the flow path between the vertical fin and horizontal ribs, or may have a structure in which there is a flow path of the air between the transverse ribs connected to one side of the vertical fin. In this case, the top portion of the transverse ribs corresponds to the end of the rotating shaft direction of the disc plate portion (end facing the flow path of the air). Moreover, even in this case, transverse ribs, the radially inner portion of the disc plate portion, such as an intermediate between the outer peripheral portion or inner peripheral portion and the outer peripheral portion may be provided in various positions. Further, in the above embodiment, although the head of all the vertical fin has a structure in contact with one side of the wheel, have a structure in which a slight gap is formed between the one surface of the head and the wheel part of the vertical fin good. Furthermore, in the above embodiment, the vertical fin was substantially the same length as the length of the radial direction of the disc plate portion, the vertical fin may have a shorter structure than a length in the radial direction of the disc plate portion. The groove 15 may not be configured along the same diameter upper disk plate. Even in this case, the effect of reducing the noise can be obtained. Other details shown in the embodiments may be suitably changed without departing from the spirit of the invention.
[0026]
　(Third Embodiment)
　FIG. 8 is a graph showing the relationship between the lateral rib of the volume and bolt stress range. Here, the bolt stress range from stress disk occurs in the bolts in a state in which no thermal expansion, referred to a variation range of the stress disk occurs in the bolts in a state of thermal expansion. Figure 9 is a table illustrating each of the first embodiment L1 of transverse ribs fifth embodiment L5 and comparative form L6 shown in Fig.
　Hereinafter, plate surface direction of the horizontal direction along the brake disc 10, the height direction and a direction perpendicular to the plate surface is defined as the circumferential direction of each part in the circumferential direction of the brake disc 10.
　Brake disc 10 is thermally expanded by frictional heat at the time of the railway vehicle braking, thereby the tensile stress and bending stress of the bolt is changed. The vertical axis of FIG. 8 shows a stress range of the tensile stress and bending stress caused to the bolt upon application of a constant temperature change in the brake disc 10 (difference between the maximum value and the minimum value). The horizontal axis of FIG. 8 shows the volume of the transverse rib. Each plot in the graph of Figure 8 shows the stress range for the volume of the transverse ribs of the first embodiment L1 and from the comparative form L6 when adopting the transverse ribs 13 of the fifth embodiment L5 in FIG. 9 (when the lateral rib is not) .
[0027]
　Transverse ribs 13 of the first embodiment L1 fifth embodiment L5 in FIG. 9, the height is constant, the length of the head horizontal portion Ld, the shape of the head gradually varying SL 0, and the shape of the skirt portion gradually varying SL1 different as shown in Table of FIG. Head horizontal portion Ld refers to horizontal portions provided on top of the horizontal ribs 13. Head low-gradient SL0 refers to slope portion subjected to skirt or interruptions from the top of the horizontal ribs 13. Skirt low-gradient SL1 refers to the slope portion of the skirt portion of the transverse ribs 13. "R" in the table indicates the radius of curvature [mm]. The head low-gradient SL0 and skirt gentle slope SL1, are disposed on the inner peripheral side of the transverse ribs 13.
[0028]
　As shown in the graph of FIG. 8, the stress range of the bolt is changed by the volume of the transverse rib 13 located in the vicinity of the bolt. For example, the lateral rib 13 is greater that the volume in the form as in the first embodiment L1 of FIG. 9, the rigidity of the transverse ribs 13 is increased, the stress range of the bolt is increased. On the other hand, the lateral ribs 13 is less that the volume in the form as in the fifth embodiment L5 in FIG. 9, the rigidity of the transverse rib 13 is relatively small, the stress range of the bolt is also reduced. From the graph of FIG. 8, the volume of the transverse ribs 13 by the following fifth embodiment L5, stress range when the bolt comparative embodiment L6 no transverse ribs 13 becomes equal.
　As described above, when reducing noise by increasing the volume of the transverse rib 13, a problem that stress range of the bolt is increased occurs. Therefore, the brake disc of the third embodiment has instead of so large a stress range of the bolt, transverse ribs 13A that can reduce noise (see Fig. 10).
[0029]
　Figure 10 is a diagram illustrating the horizontal rib of the third embodiment. Figure 11 is a frequency graph showing a comparison of noise level between the lateral ribs and the conventional transverse ribs of the third embodiment. Figure 12 is a table showing the form of transverse ribs that are compared in Figure 11.
　Transverse ribs 13A of the third embodiment, the inner peripheral side, including the head gentle slope SL 0. Head low-gradient SL0 is the inner circumferential side to the radial extent of the section La1 disc plate portion of the transverse ribs 13A, and is provided from a head top of the transverse rib 13A in the range of the rotational axis of the section La2 disk. Head low-gradient SL0 is provided on at least sections La1, range La2 of 2mm or more both may is convex curved surface or even from the shelving surface of R2mm. More preferably, the head gradually varying SL0 is provided on at least sections La1, range La2 of 5mm or more together, may is convex curved surface or from the shelving surface of R5 mm.
[0030]
　The transverse ribs 13A of the third embodiment, further, the inner peripheral side, and a straight line segment Lb connecting to the head gentle gradient, include a skirt portion gradually varying SL1. Straight section Lb may be vertically near the manufacturing range. Thus, it is possible to reduce the volume of the transverse rib 13A. Also, straight section and Lb, if there is room in the bolt stress range, may be provided inclined. Also, straight section Lb may be a curved section having a gentle curvature.
　Skirt low-gradient SL1 is, for example, a concave surface of R5 mm. However, skirt low-gradient SL1 may be a flat or curved manufacturability gradient. Further, it may be rather skirt low gradient SL1 in the production range.
[0031]
　The horizontal ribs 13A of the third embodiment, may also include a head horizontal portion Ld, may not include. When including the head horizontal portion Ld, it is preferable to range from about 1 mm ~ 20 mm. Head horizontal portion Ld is increased, increasing the volume of the transverse rib 13A, the influence of the stress range of the bolt is increased. Therefore, the size of the head horizontal portion Ld may be suitably set in consideration of the required strength of the bolt stress range and the transverse rib 13A. Further, the outer peripheral side of the transverse rib 13A may be a vertical arrangement in a manufacturable range, it may be provided shelving. If the slope of the outer peripheral side of the transverse rib 13A becomes loose, it increases the volume of the transverse rib 13A, a bolt stress range is increased. Thus, the outer peripheral side of the transverse ribs 13A, to the extent as sufficient bolt stress range may be appropriately set. The height of the transverse rib 13A is appropriately adjustable by the length of the straight section Lb.
[0032]
　
　FIG. 11 is a frequency graph showing a comparison of noise between the lateral ribs and the conventional transverse ribs of the third embodiment. Figure 12 is a chart showing the transverse ribs of the shape of FIG. 11. Figure 13 is a graph comparing the overall noise level in the range of 400 Hz ~ 5000 Hz.
　Here, a pair of adjacent longitudinal fins 11a, creates a partial model between 11b, there flowing air at a predetermined wind speed was measured noise. Vertical fins 11a, air flow path between the 11b were artificially one surface of the disk plate portion and a surface of the plate portion of the wheel 100 and the state of being surrounded by. The horizontal ribs 13A are arranged so as to block a portion of the flow path. The vertical axis of FIG. 11 shows the noise level of each frequency band, the horizontal axis of FIG. 11 shows the center frequency of the third octave band. Further, the "O.A" is overall in the horizontal axis, "P-O.A" indicates the overall range of 400 Hz ~ 5000 Hz.
[0033]
　Here, we measured noise for transverse rib 13A of the seventh embodiment P7 from the first embodiment P1 of FIG. In the table of Figure 12, "R" indicates the radius of curvature [mm], "head gradually varying shape" indicates the radius of curvature of the convex surface of the head gradually varying SL 0, "skirt portion gradually varying shape" It shows the radius of curvature of the concave surface of the skirt portion gradually varying SL1 in FIG. Further, for comparison, it was tested transverse ribs also together the current shape formed in a rectangular cross section by cutting.
[0034]
　As shown in FIG. 11, in the case of adopting the transverse ribs 13A of the seventh embodiment P7 from the first embodiment P1, it was confirmed that the noise can be reduced levels compared with transverse ribs of the current shape. Furthermore, when comparing the overall noise level in the range of 400 Hz ~ 5000 Hz, in the seventh embodiment P7 from the first embodiment P1 as shown in FIG. 13, it was confirmed that can significantly reduce the noise level compared to current shape.
　Incidentally, when the measurement of these noises, the difference in shape of the transverse rib 13A, a slight difference occurs in the amount of air passing through the pair of vertical fins 11a, between the 11b (flow rate). In the actual brake disc 10, as appropriate cooling effect is obtained, by adjusting the height of the transverse rib 13A, the air amount is set to a predetermined value. Further, the flow rate affects the noise level. Therefore, for the values in the graph of FIG. 13, it was corrected to remove the variation in noise level due to variations in the flow rate.
[0035]
　13, from comparison of test results of the third embodiment P3 and seventh embodiments P7, the gradient of the straight section Lb it is understood not to significantly affect the noise level. Further, from the comparison of the first embodiment P1 test results of the third embodiment P3, the section La2 and shape of the head gradually varying SL 0, it was confirmed that affects the noise level.
　Further, the head low-gradient SL0 is, sections La1, section La2 are both 2 mm, If it is the first embodiment P1 in which the curvature radius of the convex curved surface of R2mm, overall noise level of 400 Hz ~ 5000 Hz is about than the current shape It was confirmed to be able to 10dB (a) reduction. Furthermore, the head low-gradient SL0 is, sections La1, section La2 are both 5 mm, about the is the second embodiment P2 where the curvature radius of the convex surface of R5 mm, than overall noise level the current shape of 400 ~ 5000 Hz 14dB it has been confirmed that it is possible to reduce. Further, the head low-gradient SL0 is, sections La1, section La2 are both 5 mm, when there in the fifth embodiment P5 where the curvature radius of the convex curved surface of R10mm, than the current shape overall noise level of 400 ~ 5000 Hz 18 .5dB it was confirmed that it is possible to reduce.
[0036]
　The results of such testing, according to the transverse ribs 13A of the third embodiment, it can be seen that significantly reduce the noise level.
　As described above, according to the brake disk 10 of the third embodiment, without so large bolts stress range, the noise level occurring at the point of the transverse rib 13A can be significantly reduced.
[0037]
　(Fourth Embodiment)
　FIG. 14 is a diagram explanatory of an embodiment of a groove provided on the surface of the disk plate, Figure 14E Figures 14A denotes a fifth embodiment from the first embodiment of the groove. Incidentally, FIG. 14, the groove 15A, in a section of 15B, showing a coordinate converted FIG such that the linear direction and the circumferential direction and the radial direction of the brake disc 10A are orthogonal to each other.
　In the brake disk 10A of the fourth embodiment, instead of the groove 15 of the second embodiment, the groove 15A having a small width is employed. The width of the groove 15A is smaller than the diameter of the opening portion 12F of the front surface side of the disc plate portion of the through hole 12 (sliding surface side of the brake disc 10A), specifically, the diameter of the opening portion 12F is for example 36 mm, the width of the groove 15A is for example 5 mm, 10 mm, 20 mm, etc.. If the opening 12F is not circular, the width of the groove 15A is smaller than the width in the radial direction of the disc plate portion of the opening portion 12F. The width of the groove 15A, refers to the width in the radial direction of the disc plate portion of the groove 15A.
[0038]
　Surface of the brake disc 10A, the sliding member 200 is in contact in order to generate a braking force. Therefore, the grooves 15A provided on the sliding surface of the brake disc 10A, the smaller the sliding surface. When the sliding surface is reduced, when the pressure of the sliding member 200 is the same, it acts to lower the braking force. Further, if the width or depth of the groove 15A is increased, which acts to lower the intensity of the brake disc 10A.
　Brake disc 10A of the fourth embodiment, the narrow grooves 15A width are employed as described above. Therefore, in the fourth embodiment, it is possible to while reducing noise generated in the through hole 12 of the bolt by the grooves 15A, maintenance of secure and strength of the area of the sliding surface of the brake disc 10A.
[0039]
　When employing a narrow groove 15A width, variations in the connection form between a pair of adjacent openings 12F and grooves 15A occurs. The variation, for example, grooves 15A may inner periphery pattern for connecting Ri (Figure 14A) of the adjacent pair of openings 12F, pattern for connecting the center portion Rc (FIG. 14B), to connect the outer peripheral portion Ro pattern there is (Figure 14C). Furthermore, among the pair of openings 12F that grooves 15A are adjacent, there is a pattern (FIG. 14D) which connects diagonally from one of the outer peripheral portion Ro to the other of the inner peripheral portion Ri. Furthermore, the connection of the inner peripheral portion Ri between the adjacent pair of apertures 12F, patterns are alternately repeated and a connection between the outer peripheral portion Ro, etc. (in the following. Figure 14E showing a "staggered"). Inner peripheral portion Ri, the central portion Rc, the outer peripheral portion Ro, showing the various parts of the opening 12F to 3 divided at equal intervals in the radial direction of the brake disc 10A.
　The connection pattern of the grooves 15A of the fourth embodiment, among the plurality of patterns as described above, includes the connection pattern of FIG. 14D from FIG. 14B, and FIG. 14A, the connection pattern of grooves 15B shown in FIG. 14E It is excluded.
[0040]
　That is, in the form of a fourth embodiment, when the width of the groove 15A is less than half the diameter of the opening 12F, connecting portion between the groove 15A and the opening portion 12F has a pair of openings 12F, 12F of at least one and the in connection, the connection points are adopted except the inner peripheral portion Ri of the opening 12F. The connection portion except the inner peripheral portion Ri, the central portion Rc, the outer peripheral portion Ro of the opening 12F, or means a portion extending over the central portion Rc and the outer peripheral portion Ro. The width of the grooves 15A, for example 5 mm, or 10mm, etc. is applicable
[0041]
　Further, in the fourth embodiment, when the width of the groove 15A is larger than half the diameter of the opening portion 12F is, connecting portion between the groove 15A and the opening portion 12F has a pair of openings 12F, the 12F least one of in connection, the connection portion is employed without the inner peripheral end of the opening 12F. The inner peripheral end means the end closest the opening 12F in the inner periphery of the brake disc 10A of the opening 12F. If the width of the groove 15A is larger than half the diameter of the opening portion 12F and is, for example, a case groove width is 20 mm. Incidentally, the groove 15A is regardless of the groove width and the connection portion, may have a depth that the bottom of the groove is at a height equivalent to the top of the bolt or nut.
[0042]
　
　FIG. 15 is a graph showing the relationship between the frequency and the noise level of the noise for each width of the groove. Figure 16 is a graph showing the relationship between the noise frequency and noise level for each connection point of the groove. Figure 17 is a graph showing noise levels in the frequency range of 5000Hz band from 1250Hz band for each topology of the groove. In these figures, the form of a plurality of grooves of interest, - are shown in the format of "connection position groove width". However, the form of the "central portion -20mm", since the grooves 15A is equal to or more than half the diameter of the opening portion 12F, is connected to a portion of the part and the inner peripheral portion Ri of the outer peripheral portion Ro of the opening 12F that is, showing a connection form such that the center of the groove 15A overlaps with the center of the central portion Rc. The vertical axis of FIG. 15 and FIG. 16, 1/3 shows a noise level for each octave band, the horizontal axis of FIG. 15 and FIG. 16 shows the center frequency for each 1/3 octave band. The vertical axis of FIG. 17 shows the noise level in the frequency range of 1250 Hz ~ 5000 Hz.
[0043]
　In the target form, "Central -5mm", "center -10mm", "center -20mm", "periphery -10mm", the pattern of "oblique -10mm", in the form employed in the fourth embodiment it is an example. Pattern of "non-grooved", "inner circumferential -10mm", "staggered -10mm" is an example of a comparative embodiment which is not adopted in the fourth embodiment.
　From the results of FIG. 15, when narrowing the width of the groove 15A, the noise reduction effect can be seen to decrease gradually. On the other hand, from the results of FIG. 15, as compared with the case without the groove, it can be seen that the noise reduction effect can be obtained even with a groove of about 5 mm. Further, from the results of FIG. 16, when the width of the groove 15A is narrow, it can be seen that the noise reduction effect by the connection point of the adjacent pair of apertures 12F are different.
[0044]
　Further, from the results of FIG. 17, a pattern of "inner circumferential -10mm", in a pattern of "staggered -10mm", although the noise is reduced, while the effect is small, is adopted in the fourth embodiment in that pattern, it is understood that remarkable noise reduction effect can be obtained. These results, by employing the connection form between the groove 15A and the opening portion 12F described above, it can be seen that significantly reduces the noise generated at the location of the groove 15A.
　As described above, according to the brake disk 10A of the fourth embodiment, without greatly reducing the sliding area can significantly reduce the noise caused by the through-hole 12 of the bolt.
Industrial Applicability
[0045]
　The present invention is applicable to a brake disk for rail vehicles.
DESCRIPTION OF SYMBOLS
[0046]
　10,10A brake disc
　10f surface (sliding
　portion) 10r rear surface
　11a, 11b vertical fin
　12 through holes
　12F openings
　13,13A transverse rib
　13a in the peripheral side surface
　13b outer peripheral side surface
　15, 15A, 15B grooves
　La1, La2 section of the head gradually varying
　Lb straight section
　inner periphery Ri
　Rc central
　Ro outer peripheral portion
　SL0 head gentle slope
　SL1 skirt gentle gradient

The scope of the claims
[Requested item 1]
A disc plate portion having a sliding portion on the surface, a plurality of longitudinal fins shape extending in the radial direction of the provided on the rear surface of the disk plate portion and the disc plate portion, each pair of adjacent ones of said plurality of longitudinal fins is provided between the vertical fin and a lateral rib shape extending in the circumferential direction of the disc plate portion, the disc between the disc plate portion of the pair of vertical fins while being fastened to a wheel of the rail vehicle an air flow path leading from the inner periphery of the plate portion to the outer peripheral side is formed, and wherein the transverse ribs in the brake disc for rail vehicles in which the flow path of the air is narrowed,
　the transverse rib, the disc plate on the side surface along the radial direction of parts, said pair of longitudinal railway vehicle brake disc, wherein a gentle slope for suppressing the turbulence of air flow passing between the fins are provided.
[Requested item 2]
　The low-gradient is at a side of the transverse rib facing the inner peripheral side along the radial direction of the disc plate portion, or the inner peripheral side and outer peripheral side along the radial direction of the disc plate portion respectively railway vehicle brake disk according to claim 1, characterized in that provided on the side surface of both of the transverse rib facing.
[Requested item 3]
　The low-gradient includes a head gentle slope provided on at least the transverse ribs of the head,
　the head gentle slope is the side facing the inner periphery of the disc plate portion, the radius of the disc plate portion 2mm or more sections in the direction, and, said the transverse ribs of the head top is provided 2mm or more sections in the direction of the axis of rotation of the disc plate portion, a shelving surface than the convex surface or the convex surface of curvature radius 2mm railway vehicle brake disk according to claim 1 or claim 2, characterized in.
[Requested item 4]
　The low-gradient includes a head gentle slope provided on at least the transverse ribs of the head,
　the head gentle slope is the side facing the inner periphery of the disc plate portion, the radius of the disc plate portion 5mm or more sections in the direction, and, said the transverse ribs of the head top is provided 5mm or more sections in the direction of the axis of rotation of the disc plate portion, a shelving surface than the convex surface or the convex surface of curvature radius 5mm railway vehicle brake disk according to claim 1 or claim 2, characterized in.
[Requested item 5]
　The transverse rib is connected to said pair of longitudinal fins, railway according to any one of claims 1 to 4, characterized in that it comprises a flow path of the air between the wheels and the transverse rib brake disk for a vehicle.