Title of invention: Brake disc unit for railway vehicles
Technical field
[0001]
This disclosure relates to a brake disc unit for railway vehicles.
Background technology
[0002]
A disc brake device is widely used as a braking device for railway vehicles. The disc brake device includes an annular brake disc and a brake lining. The brake disc is fastened to, for example, a wheel and rotates with the wheel. Brake linings are pressed against the brake discs. The friction between the brake lining and the brake disc brakes the brake disc and wheels.
[0003]
For example, in a railway vehicle traveling at high speed such as a Shinkansen, the brake disc of the disc brake device is required to have sufficient cooling performance from the viewpoint of ensuring its durability. In particular, while the high-speed railway vehicle is traveling on the downhill section, the brake discs are braked intermittently. At this time, if the cooling performance of the brake disc is insufficient, the temperature of the brake disc becomes high, and as a result, the durability of the brake disc is impaired. Further, the thermal expansion of the brake disc due to the high temperature increases the load on the bolt that fastens the brake disc to the wheel.
[0004]
Generally, a plurality of fins are radially formed on the back surface of the brake disc in order to ensure cooling performance during braking. Each fin contacts the wheel and forms a vent between the back of the brake disc and the wheel. When the brake disc rotates with the wheels, the air passage allows air to pass from the inner peripheral side to the outer peripheral side of the brake disc to cool the brake disc. However, aerodynamic noise is generated by the flow of air in the ventilation path. In particular, when a railroad vehicle travels at high speed, the amount of ventilation in the ventilation path increases and a loud aerodynamic noise is generated.
[0005]
With the tightening of environmental regulations in recent years, the importance of quietness during high-speed driving has come to be emphasized in railway vehicles. Therefore, even in the disc brake device, it is necessary to reduce the aerodynamic noise generated when the railway vehicle is running as much as possible.
[0006]
For example, Patent Document 1 proposes a technique for providing a connecting portion for connecting fins adjacent to each other in the circumferential direction in a disc brake device. This connecting portion forms a portion having a minimum cross-sectional area in each air passage defined by adjacent fins. According to Patent Document 1, by setting the total minimum cross-sectional area of ​​the ventilation path to 18000 mm 2 or less, aerodynamic noise during high-speed traveling can be reduced.
Prior art literature
Patent documents
[0007]
Patent Document 1: Japanese Unexamined Patent Publication No. 2007-205428
Outline of the invention
Problems to be solved by the invention
[0008]
In Patent Document 1, by connecting the fins with each other at a connecting portion, the cross-sectional area of ​​the ventilation path is partially reduced, and the amount of ventilation in the ventilation path is limited. However, if the air flow rate is limited, the flow velocity of the air flowing along the outer surface of the brake disc becomes small, so that the cooling performance of the brake disc at the time of braking deteriorates. Further, in Patent Document 1, since the connecting portion is provided on the back surface side of the brake disc, the minimum cross-sectional area portion of the ventilation path is formed on the wheel side. Therefore, the air that has passed through the minimum cross-sectional area is guided away from the brake disc and flows along the surface of the wheel. As a result, the cooling performance of the brake disc during braking may be further reduced.
[0009]
An object of the present disclosure is to provide a brake disc unit for a railroad vehicle capable of ensuring the cooling performance of the brake disc during braking while reducing the aerodynamic noise generated when the railroad vehicle is running.
Means to solve problems
[0010]
The brake disc unit according to the present disclosure is a brake disc unit for railway vehicles. The brake disc unit includes a rotating member, a brake disc, and a control member. The rotating member is attached to the axle of a railroad vehicle. The brake disc includes an annular disc body, a plurality of fins, a plurality of first convex portions and / or a plurality of first concave portions. The disk body has a back surface facing the rotating member. The plurality of fins are arranged radially on the back surface. The plurality of first convex portions and / or the plurality of first concave portions are formed on the outer surface of the brake disc. The control member includes a plate-shaped support portion and a protruding portion. The support portion is sandwiched between the rotating member and the plurality of fins. At least a part of the protrusion is arranged between the fins adjacent to each other in the circumferential direction of the brake disc among the plurality of fins. The protruding portion protrudes from the supporting portion toward the disc body. The control member controls the amount of airflow between adjacent fins. A gap is formed between the protrusion and the brake disc. The first convex portion and / or the first concave portion is provided on the outer surface of the brake disc on the outer peripheral side of the minimum opening. The minimum opening is the portion of the gap where the area of ​​the cross section along the circumferential direction is the smallest.
Effect of the invention
[0011]
According to the brake disc unit for a railroad vehicle according to the present disclosure, it is possible to secure the cooling performance of the brake disc during braking while reducing the aerodynamic noise generated when the railroad vehicle is running.
A brief description of the drawing
[0012]
FIG. 1 is a vertical cross-sectional view showing a schematic configuration of a brake disc unit for a railway vehicle according to the first embodiment.
FIG. 2 is a back view of a brake disc and a control member included in the brake disc unit shown in FIG.
FIG. 3 is a sectional view taken along line III-III of FIG.
FIG. 4 is a sectional view taken along line IV-IV of FIG.
FIG. 5 is a cross-sectional view of a brake disc and a control member included in the brake disc unit according to the second embodiment cut along the radial direction and the axial direction.
FIG. 6 is a cross-sectional view of a brake disc and a control member included in the brake disc unit according to the third embodiment cut along the radial direction and the axial direction.
FIG. 7 is a back view of the brake disc and the control member shown in FIG.
FIG. 8 is a back view of a brake disc included in the brake disc unit according to the fourth embodiment.
FIG. 9 is a back view of a brake disc included in the brake disc unit according to the fifth embodiment.
FIG. 10 is a back view of a brake disc and a control member included in the brake disc unit according to the sixth embodiment.
FIG. 11 is a cross-sectional view of the brake disc and control member shown in FIG. 10 cut along the radial and axial directions.
FIG. 12 is a diagram for explaining a modification of the brake disc unit according to the first embodiment.
FIG. 13 is a diagram for explaining a modification of the brake disc unit according to the second embodiment.
Mode for carrying out the invention
[0013]
The brake disc unit according to the embodiment is a brake disc unit for railway vehicles. The brake disc unit includes a rotating member, a brake disc, and a control member. The rotating member is attached to the axle of a railroad vehicle. The brake disc includes an annular disc body, a plurality of fins, a plurality of first convex portions and / or a plurality of first concave portions. The disk body has a back surface facing the rotating member. The plurality of fins are arranged radially on the back surface. The plurality of first convex portions and / or the plurality of first concave portions are formed on the outer surface of the brake disc. The control member includes a plate-shaped support portion and a protruding portion. The support portion is sandwiched between the rotating member and the plurality of fins. At least a part of the protrusion is arranged between the fins adjacent to each other in the circumferential direction of the brake disc among the plurality of fins. The protruding portion protrudes from the supporting portion toward the disc body. The control member controls the amount of airflow between adjacent fins. A gap is formed between the protrusion and the brake disc. The first convex portion and / or the first concave portion is provided on the outer surface of the brake disc on the outer peripheral side of the minimum opening. The minimum opening is a portion of the above-mentioned gap that minimizes the area of ​​the cross section along the circumferential direction (first configuration).
[0014]
According to the brake disc unit according to the first configuration, the airflow amount between the fins adjacent to each other in the circumferential direction can be controlled by the control member. That is, according to the first configuration, since at least a part of the protruding portion of the control member is arranged between the adjacent fins, the opening area of ​​the air passage formed by these fins together with the disk body and the rotating member is increased. Partially smaller. As a result, the amount of ventilation in the ventilation path can be limited, and the aerodynamic noise generated when the railway vehicle is running can be reduced.
[0015]
On the other hand, in the first configuration, the brake disc and the separate control member are sandwiched between the rotating member and the fins, and the protruding portion is projected from the rotating member side toward the disc body. Therefore, the gap between the protruding portion of the control member and the brake disc is formed not on the rotating member side but on the disc body side and the fin side. As a result, the air that has passed through the minimum opening of the gap flows along the brake disc, so that the flow velocity of the air near the outer surface of the brake disc can be increased. Therefore, it is possible to suppress a decrease in the cooling performance of the brake disc during braking.
[0016]
Moreover, in the first configuration, on the outer surface of the brake disc, a plurality of first convex portions and / or a plurality of first concave portions are located on the outer peripheral side of the outer peripheral side of the minimum opening of the gap between the protruding portion of the control member and the brake disc. Is provided. As a result, the temperature boundary layer formed on the outer surface of the brake disc can be thinned in the region on the wake side of the minimum opening, that is, in the region where the air flow velocity near the outer surface of the brake disc is high, and the air and the brake can be thinned. The heat transfer coefficient with the disc can be increased. Therefore, the cooling performance of the brake disc at the time of braking can be maintained high.
[0017]
As described above, according to the first configuration, it is possible to secure the cooling performance of the brake disc during braking while reducing the aerodynamic noise generated when the railway vehicle is running.
[0018]
The first convex portion and / or the first concave portion is preferably provided on the back surface of the disc body (second configuration).
[0019]
Each of the fins adjacent to each other in the circumferential direction of the brake disc may be formed with a groove that crosses the fin in the circumferential direction. In this case, the protrusion can extend circumferentially through the groove from one of the adjacent fins to the other (third configuration).
[0020]
For example, when the entire protrusion is arranged between the fins adjacent to each other in the circumferential direction of the brake disc, when manufacturing a control member separate from the brake disc, the protrusion does not interfere with the fins in the circumferential direction. It is necessary to strictly adjust the position and dimensions of the protrusions in the above. On the other hand, in the third configuration, a groove capable of accommodating a part of the protruding portion is formed in each of the adjacent fins. Therefore, when manufacturing the control member, it is not necessary to consider the interference between the protruding portion and the fin so much, and it is not necessary to strictly adjust the position and dimensions of the protruding portion in the circumferential direction. Therefore, the manufacturing of the control member can be performed relatively simply, and the labor and cost required for processing the control member can be reduced.
[0021]
It is preferable that the outer surface of the brake disc is provided with a first convex portion (fourth configuration).
[0022]
The brake disc may further include a plurality of second convex portions and / or a plurality of second concave portions. The plurality of second convex portions and / or the plurality of second concave portions are formed on the outer surface of the brake disc. These second convex portions and / or second concave portions can be provided on the outer surface of the brake disc on the inner peripheral side of the minimum opening (fifth configuration).
[0023]
Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In each figure, the same or equivalent configurations are designated by the same reference numerals, and the same description is not repeated.
[0024]

[Brake disc unit configuration]
Figure 1 shows the first implementation It is a vertical cross-sectional view which shows the schematic structure of the brake disc unit 100 for a railroad vehicle which concerns on the form. The vertical cross section means a cross section obtained by cutting the brake disc unit 100 on a plane including the central axis X. The central axis X is the axis of the axle 200 of the railway vehicle. Hereinafter, the direction in which the central axis X extends is referred to as an axial direction.
[0025]
As shown in FIG. 1, the brake disc unit 100 includes a rotating member 10, a brake disc 20, and a control member 30.
[0026]
The rotating member 10 is attached to the axle 200 and rotates around the central axis X integrally with the axle 200. In the example of this embodiment, the rotating member 10 is a wheel of a railway vehicle. However, the rotating member 10 may be a disc body other than the wheels.
[0027]
Brake discs 20 are provided on both side surfaces of the rotating member 10. These brake discs 20 are fastened to the plate portion 11 of the rotating member 10 which is a wheel by, for example, a fastening member 40 composed of bolts and nuts. A brake lining 50 is provided on the outside of each brake disc 20 in the axial direction. The control member 30 is arranged between the rotating member 10 and each brake disc 20.
[0028]
FIG. 2 is a view (back view) of one of the brake discs 20 and the control member 30 provided on both side surfaces of the rotating member 10 as viewed from the rotating member 10 side. FIG. 2 shows a quarter circumference portion of the brake disc 20 and the control member 30. Hereinafter, the circumferential direction and the radial direction of the brake disc 20 and the control member 30 are simply referred to as the circumferential direction and the radial direction.
[0029]
With reference to FIG. 2, the brake disc 20 includes a disc body 21, a plurality of fins 22, and a plurality of convex portions 23.
[0030]
The disk body 21 forms a ring. The disk body 21 has a substantially annular plate shape with the central axis X as the axis. The disk body 21 has a sliding surface (front surface) 211 and a back surface 212. The sliding surface 211 is a surface provided on one side in the axial direction of the disk body 21. A brake lining 50 (FIG. 1) is pressed against the sliding surface 211 in order to generate a braking force. The back surface 212 is a surface provided on the other side of the disk body 21 in the axial direction and faces the rotating member 10 (FIG. 1).
[0031]
The plurality of fins 22 are arranged radially on the back surface 212 of the disc body 21. These fins 22 extend from the inner peripheral side to the outer peripheral side of the disc body 21. Each fin 22 projects from the back surface 212 toward the rotating member 10 (FIG. 1). As a result, a space is formed between the rotating member 10, the fins 22 adjacent to each other in the circumferential direction, and the disc body 21. These spaces serve as air passages through which air passes when the brake disc 20 rotates together with the rotating member 10.
[0032]
In the present embodiment, some of the fins 22 are formed with fastening holes 24 that penetrate the fins 22 and the disc body 21. A concave key groove 25 is formed on the top surface 221 of the other fins 22. A fastening member 40 (FIG. 1) is inserted into each fastening hole 24. A key (not shown) for restricting the relative rotation between the brake disc 20 and the rotating member 10 (FIG. 1) is fitted in the key groove 25. The number of fins 22, the number of fastening holes 24, and the number of keyways 25 can be appropriately set. In the example of the present embodiment, the fastening holes 24 or the key grooves 25 are formed in all the fins 22, but there may be fins 22 in which the fastening holes 24 and the key grooves 25 are not formed.
[0033]
A plurality of convex portions 23 are provided between the fins 22 adjacent to each other in the circumferential direction. The plurality of convex portions 23 are formed on the back surface 212 of the disc body 21. Each of the protrusions 23 has, for example, a hemispherical or semi-spheroidal shape. Each convex portion 23 may have the same shape as the other convex portion 23, or may have a shape different from that of the other convex portion 23.
[0034]
The control member 30 is a member different from the brake disc 20 and controls the amount of airflow between the fins 22 adjacent to each other in the circumferential direction. The control member 30 includes a plate-shaped support portion 31 and a plurality of projecting portions 32.
[0035]
In the example of this embodiment, the support portion 31 has a substantially annular plate shape and is arranged substantially coaxially with the disk main body 21. The support portion 31 is sandwiched between the rotating member 10 (FIG. 1) and the plurality of fins 22. For example, a recess corresponding to the support portion 31 can be formed on the top surface 221 of the fin 22, and the support portion 31 can be arranged in the recess. Alternatively, the support portion 31 may be simply arranged between the top surface 221 of the unprocessed fin 22 and the rotating member 10. In the example of the present embodiment, the length of the support portion 31 in the radial direction is shorter than the length of the top surface 221 of the fin 22. However, the length of the support portion 31 in the radial direction may be longer than the length of the top surface 221 of the fin 22, or may be about the same as the length of the top surface 221 of the fin 22.
[0036]
A plurality of openings 33 are formed in the support portion 31 corresponding to the fastening holes 24 of the brake disc 20 in order to insert the fastening member 40 (FIG. 1). Further, in order to insert the above-mentioned key (not shown) into the support portion 31, a plurality of openings 34 are formed corresponding to the key groove 25 of the brake disc 20.
[0037]
Of both sides of the plate-shaped support portion 31, a plurality of protruding portions 32 are formed on the surface on the brake disc 20 side. The plurality of projecting portions 32 are provided at intervals in the circumferential direction. As a result, the protrusions 32 are arranged one by one between the fins 22 adjacent to each other in the circumferential direction. Each of the projecting portions 32 projects from the supporting portion 31 toward the disc body 21. These projecting portions 32 may be integrally formed with the supporting portion 31. For example, by pressing a thin metal material having a plate thickness of 1.0 mm to 3.0 mm, the control member 30 in which the support portion 31 and the protrusion portion 32 are integrated can be formed. However, the protruding portion 32 may be formed separately from the supporting portion 31 and then fixed to the supporting portion 31 by welding or the like.
[0038]
FIG. 3 is a sectional view taken along line III-III of the brake disc 20 and the control member 30 shown in FIG. That is, FIG. 3 is a partial cross-sectional view in which a part of the brake disc 20 and the control member 30 is cut along the circumferential direction and the axial direction. FIG. 4 is an IV-IV cross-sectional view of the brake disc 20 and the control member 30 shown in FIG. 3, which is a cross-sectional view of the brake disc 20 and the control member 30 cut along the radial direction and the axial direction. 3 and 4 schematically show the features of the brake disc 20 and the control member 30.
[0039]
With reference to FIG. 3, each of the projecting portions 32 projects from the support portion 31 toward the back surface 212 of the disc body 21. The tip of the protrusion 32 does not come into contact with the back surface 212 of the disc body 21. In the example of the present embodiment, neither end of the protruding portion 32 in the circumferential direction is in contact with the side surface 222 of the fin 22. Therefore, a substantially U-shaped gap G is formed between each protrusion 32 and the brake disc 20 in a radial direction.
[0040]
With reference to FIG. 4, the gap G has a minimum opening Amin. The minimum opening A min is a portion of the gap G formed between each protrusion 32 and the brake disc 20 in which the area of ​​the cross section along the circumferential direction and the axial direction is the smallest. That is, in the minimum opening Amin, the opening area of ​​the ventilation path defined by the rotating member 10 (FIG. 1), the fins 22 adjacent to each other in the circumferential direction, and the disk body 21 is minimized. The sum (total area) of the areas of the minimum openings Amin can be, for example, 18000 mm 2 or less. The total area of ​​the minimum opening Amin can be, for example, 2500 mm 2 or more.
[0041]
Of the outer surface of the brake disc 20, a plurality of the above-mentioned convex portions 23 are provided in the region R1 on the outer peripheral side of the minimum opening Amin. In the example of this embodiment, the convex portion 23 is provided on the back surface 212 of the disc body 21.
[0042]
The size of each convex portion 23 can be appropriately determined. Although not particularly limited, the height (dimension in the axial direction) of each convex portion 23 can be, for example, 2 mm to 5 mm. When each convex portion 23 has a hemispherical shape or a semi-spheroidal shape, the diameter or major axis (dimension in the radial direction) of each convex portion 23 can be, for example, 4 mm to 50 mm.
[0043]
The number of convex portions 23 can also be appropriately determined. For example, at least five convex portions 23 can be provided in the region R1 on the outer peripheral side of the minimum opening Amin between the fins 22 adjacent to each other in the circumferential direction.
[0044]
[effect]
In the brake disc unit 100 according to the present embodiment, the protruding portion 32 of the control member 30 is arranged between the fins 22 adjacent to each other in the circumferential direction. As a result, the cross-sectional area of ​​the ventilation path defined by the rotating member 10, the fins 22, and the disk body 21 is partially reduced. That is, by arranging the protruding portion 32 of the control member 30 in the ventilation passage, the minimum opening Amin is formed in the ventilation passage. Therefore, the amount of ventilation in the ventilation path can be limited, and the aerodynamic noise generated when the railway vehicle travels can be reduced.
[0045]
On the other hand, in the present embodiment, the protruding portion 32 of the control member 30 projects from the rotating member 10 side toward the disc body 21, and forms the minimum opening Amin along the disc body 21 and the fins 22. As a result, as shown by the arrow F in FIG. 4, the air that has passed through the minimum opening A min flows along the brake disc 20, so that the flow velocity of the air in the vicinity of the outer surface of the brake disc 20 can be increased. Therefore, it is possible to suppress a decrease in the cooling performance of the brake disc 20 during braking.
[0046]
Further, according to the present embodiment, in the outer surface of the brake disc 20, a plurality of convex portions 23 are located on the outer peripheral side (backflow side) of the minimum opening Amin and have a high air flow velocity. It is provided. As a result, the temperature boundary layer formed on the outer surface of the brake disc 20 can be thinned, and the heat transfer coefficient between the air passing through the ventilation path and the brake disc 20 can be increased. Further, the surface area of ​​the brake disc 20 is increased by the plurality of convex portions 23. Therefore, the cooling performance of the brake disc 20 at the time of braking can be maintained high. Therefore, the cooling performance of the brake disc 20 can be ensured even though the amount of airflow in the ventilation path is limited in order to reduce the aerodynamic noise.
[0047]

FIG. 5 is a schematic cross-sectional view of the brake disc unit 100a according to the second embodiment cut along the radial direction and the axial direction. However, in FIG. 5, only the brake disc 20a and the control member 30 are shown, and the rotating member 10 is omitted.
[0048]
As shown in FIG. 5, in the present embodiment, a plurality of recesses 26 are provided in the region R1 on the outer peripheral side of the outer surface of the brake disc 20a with respect to the minimum opening Amin. The recess 26 is formed on the back surface 212 of the disc body 21. A plurality of recesses 26 are arranged between fins 22 adjacent to each other in the circumferential direction.
[0049]
Each of the recesses 26 has, for example, a hemispherical shape or a semi-spheroidal shape. Each recess 26 may have the same shape as the other recesses 26, but may have a different shape from the other recesses 26. The number and size of the concave portions 26 can be appropriately set in the same manner as in the convex portions 23 (FIG. 4) described in the first embodiment.
[0050]
Even when a plurality of recesses 26 are provided in the disc body 21 as in the present embodiment, the temperature boundary layer formed on the outer surface of the brake disc 20a becomes thin in the region R1 on the outer peripheral side of the minimum opening Amin. .. Therefore, the heat transfer coefficient between the air passing through the ventilation path and the brake disc 20a can be increased. Further, the surface area of ​​the brake disc 20a is increased by the plurality of recesses 26. Therefore, the cooling performance of the brake disc 20a during braking is maintained high. Can be
[0051]
However, in terms of manufacturing, it is preferable to provide the convex portion 23 on the outer surface of the brake disc as in the first embodiment. That is, for example, when the brake disc is manufactured by forging, if the concave portion 26 is formed on the outer surface of the brake disc, it is necessary to form the convex portion corresponding to the concave portion 26 in the forging die. However, it is considered that the convex portion of this die is consumed or damaged relatively quickly by repeated forging. On the other hand, when the convex portion 23 is provided on the outer surface of the brake disc, since the convex portion does not exist in the forging die, the die is less likely to be worn or damaged. Therefore, from the viewpoint of the life of the mold, it is preferable that only the convex portion 23 is provided on the outer surface of the brake disc.
[0052]

FIG. 6 is a schematic cross-sectional view of the brake disc unit 100b according to the third embodiment cut along the radial direction and the axial direction. However, in FIG. 6, only the brake disc 20b and the control member 30 are shown, and the rotating member 10 is omitted. FIG. 7 is a back view of the brake disc 20b and the control member 30.
[0053]
With reference to FIGS. 6 and 7, the brake disc unit 100b according to the present embodiment is different from the first embodiment in that a plurality of convex portions 23 are provided on the fins 22 instead of the back surface 212 of the disc main body 21. A plurality of convex portions 23 are formed on both side surfaces 222 of each fin 22 in the region R1 on the outer peripheral side of the minimum opening Amin.
[0054]
Even when a plurality of convex portions 23 are provided on the fins 22 as in the present embodiment, the temperature boundary layer formed on the outer surface of the brake disc 20b becomes thin in the region R1 on the outer peripheral side of the minimum opening Amin. .. Therefore, the heat transfer coefficient between the air passing through the ventilation path and the brake disc 20b can be increased. Further, the surface area of ​​the brake disc 20b is increased by the plurality of convex portions 23. Therefore, the cooling performance of the brake disc 20b at the time of braking can be maintained high.
[0055]

FIG. 8 is a back view schematically showing the brake disc 20c included in the brake disc unit 100c according to the fourth embodiment. In FIG. 8, each fin 22 of the brake disc 20c is shown in a cross section cut by a plane perpendicular to the axial direction.
[0056]
With reference to FIG. 8, in the brake disc unit 100c according to the present embodiment, a plurality of recesses 26 are provided in the fins 22 instead of the plurality of convex portions 23 of the third embodiment. A plurality of recesses 26 are formed on the side surface 222 of each fin 22 in the region R1 on the outer peripheral side of the minimum opening Amin.
[0057]
Even when a plurality of recesses 26 are provided in the fins 22 as in the present embodiment, the temperature boundary layer formed on the outer surface of the brake disc 20c becomes thin in the region R1 on the outer peripheral side of the minimum opening Amin. Therefore, the heat transfer coefficient between the air passing through the ventilation path and the brake disc 20c can be increased. Further, the surface area of ​​the brake disc 20c is increased by the plurality of recesses 26. Therefore, the cooling performance of the brake disc 20c at the time of braking can be maintained high.
[0058]
In the third and fourth embodiments, the convex portion 23 or the concave portion 26 is formed on each side surface 222 of the fin 22 instead of the back surface 212 of the disk body 21. However, from the viewpoint of ease of manufacture, it is preferable that the convex portion 23 or the concave portion 26 is formed on the back surface 212 of the disc body 21 as in the first and second embodiments.
[0059]

FIG. 9 is a back view schematically showing the brake disc 20d included in the brake disc unit 100d according to the fifth embodiment.
[0060]
As shown in FIG. 9, in the brake disc unit 100d according to the present embodiment, a groove-shaped recess 27 is formed in the fin 22. These recesses 27 have a concave shape from the top surface 221 of the fins 22 to the disc body 21 side, and cross the fins 22 in the circumferential direction. In the example of this embodiment, the recess 27 is arranged on the outer peripheral side of the fastening hole 24. However, the position of the recess 27 may be on the outer peripheral side of the minimum opening Amin, and can be appropriately adjusted according to the position of the protrusion 32 of the control member 30.
[0061]
Even when the groove-shaped recesses 27 are formed in each fin 22 as in the present embodiment, the temperature boundary layer formed on the outer surface of the brake disc 20d in the region R1 on the outer peripheral side of the minimum opening Amin. Becomes thinner. Therefore, the heat transfer coefficient between the air passing through the ventilation path and the brake disc 20d can be increased. Further, if the groove-shaped recess 27 is used, the surface area of ​​the brake disc 20d can be further increased. Therefore, the cooling performance of the brake disc 20d during braking can be improved.
[0062]

FIG. 10 is a back view schematically showing the brake disc 20e and the control member 30e included in the brake disc unit 100e according to the sixth embodiment. FIG. 11 is a schematic cross-sectional view of the brake disc 20e and the control member 30e shown in FIG. 10 cut along the radial and axial directions.
[0063]
With reference to FIG. 10, each of the fins 22 provided on the brake disc 20e is formed with a groove 223 in order to accommodate a part of the protruding portion 32e of the control member 30e. The groove 223 of each fin 22 crosses the fin 22 in the circumferential direction.
[0064]
In the example of this embodiment, the groove 223 of each fin 22 is arranged on the inner peripheral side of the disc body 21. More specifically, each groove 223 is arranged on the inner peripheral side of the fastening hole 24 or the key groove 25 so as not to overlap with the fastening hole 24 or the key groove 25 provided in the fin 22. However, in the fin 22 having the key groove 25, if the key (not shown) fitted in the key groove 25 does not interfere with the protruding portion 32e in the groove 223, the groove 223 partially overlaps the key groove 25. May be good.
[0065]
In the control member 30e, the protruding portion 32e extends from one of the adjacent fins 22 to the other through the groove 223 in the circumferential direction. In the example of this embodiment, the protruding portion 32e passes through all the grooves 223 and extends in the circumferential direction. That is, the protruding portion 32e has an annular shape substantially concentric with the disc body 21. The protruding portion 32e may be integrally formed with the support portion 31 as in other embodiments, or may be formed separately from the support portion 31 and then fixed to the support portion 31 by welding or the like. ..
[0066]
With reference to FIG. 11, as described above, each fin 22 of the brake disc 20e is provided with a groove 223. The groove 223 is a portion recessed from the top surface 221 of the fin 22 toward the disc body 21 side. However, in order to secure the heat capacity of the disc body 21, the groove 223 does not penetrate into the disc body 21. That is, the bottom surface of the groove 223 is substantially on the same plane as the back surface 212 of the disk body 21, or is located inside the back surface 212 in the axial direction.
[0067]
The protruding portion 32e of the control member 30e protrudes from the support portion 31 toward the back surface 212 of the disc body 21 as in other embodiments. However, unlike other embodiments, the protruding portion 32e extends in the circumferential direction across the adjacent fins 22. A part of the protruding portion 32e is arranged between the fins 22 adjacent to each other in the circumferential direction. The other portion of the protrusion 32e is arranged in the groove 223 of each fin 22. A gap G is formed between the portion of the protruding portion 32e arranged between the adjacent fins 22 and the brake disc 20e. The gap G is formed between the protruding portion 32e and the back surface 212 of the disc body 21 between the fins 22 adjacent to each other in the circumferential direction, and has, for example, a substantially linear shape in the radial direction. The gap G has a minimum opening Amin as in other embodiments.
[0068]
The minimum opening Amin is a portion of the gap G formed between the fins 22 between the protruding portion 32e and the back surface 212 of the disc body 21, which has the smallest cross section along the circumferential direction and the axial direction. .. The axial distance from the tip of the protruding portion 32e to the back surface 212 of the disc body 21 is, for example, 0.5 mm to 4.5 mm. Of the outer surface of the brake disc 20e, a plurality of convex portions 23 are provided in the region R1 on the outer peripheral side of the minimum opening Amin. The convex portion 23 is arranged on the back surface 212 of the disk main body 21 as in the first embodiment. The back surface 212 of the disk body 21 may be provided with a plurality of recesses 26 similar to those in the second embodiment, instead of the convex portions 23.
[0069]
In the present embodiment, since the protruding portion 32e of the control member 30e is arranged so as to straddle the fins 22 adjacent to each other in the circumferential direction, a minimum opening Amin along the disk body 21 is formed between the adjacent fins 22. Will be done. The air that has passed through the minimum opening Amin and whose flow velocity has increased will flow along the back surface 212 of the disk body 21. In the region R1 on the outer peripheral side (backflow side) of the minimum opening Amin, a convex portion 23 or a concave portion 26 is formed on the back surface 212 of the disk body 21. Therefore, the temperature boundary layer formed on the outer surface of the brake disc 20e can be thinned, and the heat transfer coefficient between the air and the brake disc 20e can be increased. Further, the surface area of ​​the brake disc 20e can be increased by the convex portion 23 or the concave portion 26. As a result, the cooling performance of the brake disc 20e during braking can be improved.
[0070]
In the first to fifth embodiments, one protruding portion 32 of the control member 30 is arranged between the fins 22 adjacent to each other in the circumferential direction. In this case, when manufacturing the control member 30, it is necessary to adjust the position and dimensions of the protruding portion 32 in the circumferential direction relatively strictly so that the protruding portion 32 does not interfere with each fin 22. On the other hand, in the present embodiment, a part of the protruding portion 32e of the control member 30e is arranged between the fins 22 adjacent to each other in the circumferential direction. That is, the protruding portion 32e passes through each fin 22 and extends in the circumferential direction. A groove 223 corresponding to the protrusion 32e is formed in each fin 22 so that the protrusion 32e does not substantially interfere with each fin 22. Therefore, when manufacturing the control member 30e, it is not necessary to strictly adjust the position and dimensions of the protruding portion 32e in the circumferential direction. Therefore, the manufacturing of the control member 30e can be performed relatively simply, and the labor and cost required for processing the control member 30e can be reduced.
[0071]
For example, when the control member 30e is made of a thin metal material, the protruding portion 32e is deformed to the outer peripheral side of the brake disc 20e due to the influence of centrifugal force and airflow during high-speed traveling of the railway vehicle, and the minimum opening Amin becomes. There is a possibility that the effect of reducing aerodynamic noise cannot be obtained stably by expanding. However, in the present embodiment, since a part of the protrusion 32e is arranged in the groove 223 of each fin 22, the groove 223 can restrain the deformation of the protrusion 32e. Therefore, even when the control member 30e is made of a thin-walled material, the fluctuation of the minimum opening Amin during traveling of the railway vehicle is suppressed, and the aerodynamic noise can be stably reduced. Further, by forming the control member 30e with a thin wall material, it is possible to prevent an increase in weight and ensure good manufacturability.
[0072]
In the present embodiment, each fin 22 of the brake disc 20e is provided with a groove 223 for arranging the protrusion 32e. As a result, the surface area of ​​the brake disc 20e is increased, so that the cooling performance of the brake disc 20e can be improved. Further, since the flow velocity of air entering between the tip of the protruding portion 32e and the bottom surface of each groove 223 is large, if the length of the tip of the protruding portion 32e in the radial direction is secured to some extent, the region where the air flow velocity is large has a diameter. It will spread in the direction. Therefore, the amount of heat exchange between the air and the bottom surface of each groove 223 can be increased. That is, the amount of heat extracted from the bottom surface of each groove 223 to the air can be increased. Therefore, the cooling performance of the brake disc 20e is further improved.be able to. The length of the tip of the protruding portion 32e in the radial direction is preferably 1/20 or more of the length of the fin 22 (on the disc body 21 side) in the radial direction, for example.
[0073]
Although the embodiments relating to the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and various changes can be made as long as the purpose is not deviated.
[0074]
For example, in each of the above embodiments, one of the convex portion 23, the concave portion 26, and the concave portion 27 is provided in the region R1 on the outer peripheral side of the minimum opening Amin on the outer surface of the brake disc. However, in the region R1, two or more of the convex portion 23, the concave portion 26, and the concave portion 27 may be mixed.
[0075]
In the first to fourth embodiments and the sixth embodiment, the convex portion 23 or the concave portion 26 is provided on either the back surface 212 of the disk body 21 or the side surface 222 of the fin 22. However, at least one of the convex portion 23 and the concave portion 26 may be provided on both the back surface 212 of the disk body 21 and the side surface 222 of the fin 22 in the region R1 on the outer peripheral side of the minimum opening Amin.
[0076]
In the first to fourth embodiments and the sixth embodiment, the convex portion 23 or the concave portion 26 is provided only in the region R1 on the outer peripheral side of the minimum opening Amin on the outer surface of the brake disc. However, a convex portion or a concave portion can be provided in a region other than the region R1. For example, as shown in FIG. 12, a plurality of convex portions 28 are provided on the back surface 212 of the disc body 21 in the region R2 on the inner peripheral side of the minimum opening Amin on the outer surface of the brake disc 20f. May be good. That is, a convex portion can be formed over the entire back surface 212 of the disk body 21 so as not to interfere with the protruding portion 32 of the control member 30. The configuration of the convex portion 28 can be substantially the same as the configuration of the convex portion 23. Further, for example, as shown in FIG. 13, a plurality of recesses 29 are provided on the back surface 212 of the disc body 21 in the region R2 on the inner peripheral side of the minimum opening Amin on the outer surface of the brake disc 20 g. May be good. That is, a recess can be formed over the entire back surface 212 of the disk body 21. The configuration of the recess 29 can be substantially the same as the configuration of the recess 26.
[0077]
In the examples shown in FIGS. 12 and 13, a convex portion 28 or a concave portion 29 is formed on the back surface 212 of the disk body 21 in the region R2 on the inner peripheral side of the minimum opening Amin. However, in the region R2 on the inner peripheral side, a convex portion 28 or a concave portion 29 may be formed on the side surface of each fin 22 in place of or in addition to the back surface 212 of the disk body 21. Further, in the region R2 on the inner peripheral side as well, the convex portion 28 and the concave portion 29 may coexist as in the region R1 on the outer peripheral side.
[0078]
In each of the above embodiments, the shapes of the protruding portions 32, 32e of the control members 30, 30e can be changed as appropriate. For example, the protruding portions 32 and 32e may be tilted toward the outer peripheral side as they approach the disc body 21, or the tip portion may be curved toward the outer peripheral side. Alternatively, the projecting portions 32, 32e may have a substantially triangular shape, a substantially square shape, or the like when viewed in cross sections along the radial direction and the axial direction. In this case, the protrusions 32 and 32e may be formed hollow or solid.
[0079]
In the first to fifth embodiments, the protrusions 32 of the control member 30 are arranged near the center of the disk body 21 in the radial direction, but the position of the protrusions 32 is not limited to this. The protruding portion 32 may be arranged on the outer peripheral side of the disc main body 21, or may be arranged on the inner peripheral side of the disc main body 21.
[0080]
In the sixth embodiment, the protruding portion 32e of the control member 30e is arranged on the inner peripheral side of the disc body 21, and the groove 223 corresponding to the protruding portion 32e is formed on the top surface 221 of each fin 22. However, the positions of the protrusion 32e and the groove 223 are not limited to this. For example, when the protrusion 32e is further arranged on the inner peripheral side, the groove 223 is formed in each fin 22 so that a part or all of the groove 223 is located on the inner peripheral side of the top surface 221 of the fins 22. can do. Further, for example, in each fin 22, a groove 223 is formed on the outer peripheral side of the fastening hole 24 or the key groove 25, so that the protruding portion 32e extending in the circumferential direction across the plurality of fins 22 is formed on the outer peripheral side of the disk body 21. It can also be placed in.
[0081]
In the first to fifth embodiments, the support portion 31 of the control member 30 has a substantially annular plate shape. However, the support portion 31 may be divided into a plurality of parts in the circumferential direction. That is, the support portion 31 may be composed of a plurality of arcuate parts, each having one or more protrusions 32. Similarly, in the control member 30e according to the sixth embodiment, a plurality of arcuate parts can be formed by dividing the support portion 31 together with the projecting portion 32e into a plurality of parts in the circumferential direction. These arcuate parts are arranged in the circumferential direction between the rotating member 10 and the brake disc in contact with each other or at intervals.
Code description
[0082]
100,100a-100e: Brake disc unit
10: Rotating member
20, 20a-20g: Brake disc
21: Disc body
22: Fin
223: Groove
23, 28: Convex part
26, 27, 29: Concave
30, 30e: Control member
31: Support part
32, 32e: Protruding part
The scope of the claims
[Claim 1]
Brake disc unit for railroad vehicles
The rotating member attached to the axle of the railway vehicle and
An annular disc body having a back surface facing the rotating member, a plurality of fins radially arranged on the back surface, a plurality of first convex portions and / or a plurality of first concave portions formed on an outer surface. Brake discs, including
At least a part of the plate-shaped support portion sandwiched between the rotating member and the plurality of fins and the fins adjacent to each other in the circumferential direction of the brake disc among the plurality of fins are arranged, and the support portion is provided. A control member that includes a protrusion that protrudes from the disk toward the disc body and controls the amount of airflow between the adjacent fins.
With
A gap is formed between the protrusion and the brake disc.
The first convex portion and / or the first concave portion is provided on the outer surface of the brake disc on the outer peripheral side of the minimum opening, which is the portion of the gap where the area of ​​the cross section along the circumferential direction is minimized. Brake disc unit.
[Claim 2]
The brake disc unit according to claim 1.
The first convex portion and / or the first concave portion is a brake disc unit provided on the back surface of the disc body.
[Claim 3]
The brake disc unit according to claim 2.
A groove is formed in each of the adjacent fins so as to cross the fin in the circumferential direction.
The protrusion is a brake disc unit extending from one of the adjacent fins to the other through the groove in the circumferential direction.
[Claim 4]
The brake disc unit according to any one of claims 1 to 3.
A brake disc unit provided with the first convex portion on the outer surface of the brake disc.
[Claim 5]
The brake disc unit according to any one of claims 1 to 4.
The brake disc further includes a plurality of second convex portions and / or a plurality of second concave portions formed on the outer surface.
The second convex portion and / or the second concave portion is a brake disc unit provided on the outer surface of the brake disc on the inner peripheral side of the minimum opening.