[0001]The present disclosure relates to brake linings for rail vehicles.
Background technology
[0002]
　Conventionally, a disc brake device has been widely used as a braking device for railway vehicles. The disc brake device comprises an annular brake disc and a brake lining. The brake disc is attached to, for example, the wheels of a railroad vehicle and rotates with the wheels. The brake lining is pressed against the sliding surface of the brake disc. The friction between the brake lining and the brake disc brakes the wheels.
[0003]
　As disclosed in Patent Document 1, the brake lining of a disc brake device for a railway vehicle generally includes a plurality of sliding members. The plurality of sliding members are attached to the brake caliper via the mounting plate and face the sliding surface of the brake disc. In the brake lining of Patent Document 1, three sliding members having a circular or hexagonal shape when viewed from the front are supported by one back plate to form a group member. A plurality of group members are fixed to the mounting plate.
[0004]
　Patent Document 2 discloses a brake lining provided with a guide plate. In Patent Document 2, a guide plate having a plurality of guide holes is arranged on the mounting plate. A back plate supporting a disk-shaped sliding member is inserted into each guide hole. An elastic member is arranged in a compressed state between each back plate and the mounting plate.
[0005]
　Patent Document 3 discloses a brake lining having an oval track-like friction structure when viewed from the front. Each of the friction structures has two integrally formed sliding members and a groove provided between these sliding members. The back plate that supports each friction structure has the same oval track shape as the friction structure. Two elastic members are provided between each back plate and the mounting plate corresponding to the two sliding members.
[0006]
　In the brake lining disclosed in Patent Document 4, a plurality of sliding members are arranged with a gap along the circumferential direction of the brake disc to which the brake lining is pressed. These sliding members have grooves extending in the circumferential direction, except for those located at both ends in the circumferential direction of the brake disc.
[0007]
　In the brake lining disclosed in Patent Document 5, a plurality of sliding members are arranged in two rows along the circumferential direction of the brake disc to which the brake lining is pressed. A gap is formed between the row of sliding members located on the outer peripheral side of the brake disc and the sliding member located on the inner peripheral side of the brake disc. Each of the sliding members has a groove extending in the circumferential direction of the brake disc.
[0008]
　In the brake lining disclosed in Patent Document 6, a polygonal sliding member is arranged on the mounting plate when viewed from the front. Each of the sliding members is in contact with an adjacent sliding member. Each sliding member is elastically supported by an elastic member.
Prior art literature
Patent documents
[0009]
Patent Document 1: Japanese Patent Application Laid-Open No. 10-507250
Patent Document 2: Patent Document 5816043
Patent Document 3: International Publication No. 2017/069140
Patent Document 4: Japanese Patent Application Laid-Open No. 2011-214628
Patent Document 5: Japanese Patent Application Laid-Open No. 2007 -155107
Patent Document 6: Japanese Patent Application Laid-Open No. 2018-517107
Outline of the invention
Problems to be solved by the invention
[0010]
　For example, when a railroad vehicle travels in a heavy snowfall area, snow may enter the gap formed between the sliding members in the brake lining. If the snow that has entered the gap between the sliding members is not discharged and stays in the gap for a long time, the movement of each sliding member is restricted by the snow, and the followability of each sliding member to the brake disc is reduced. As a result, the sliding member locally contacts the brake disc, and the temperature of the brake disc repeatedly rises and falls locally. As a result, thermal fatigue damage to the brake disc may occur.
[0011]
　In the brake linings of Patent Documents 1 and 2, there is a gap surrounded by three or more sliding members. The snow that has entered such a gap cannot escape from the gap because it is obstructed by the sliding member surrounding the gap, and therefore stays in the gap for a long time. In this case, the followability of each sliding member to the brake disc is reduced by the snow, the sliding member locally contacts the brake disc, and the brake disc repeatedly raises and lowers the temperature locally. Therefore, the brake linings of Patent Documents 1 and 2 may cause thermal fatigue damage to the brake disc.
[0012]
　In the brake lining of Patent Document 3, oval track-shaped friction structures are arranged in various directions when viewed from the front. Some friction structures are arranged so as to intersect the traveling direction of the railroad vehicle. For this reason, even if the snow that has entered the gap between the friction structures receives wind pressure due to the running of the railway vehicle, the friction structure that intersects the running direction may hinder the discharge of snow and the snow may stay in the gap. .. Therefore, even in the brake lining of Patent Document 3, the followability of each sliding member to the brake disc is lowered due to snow. In this case, the sliding member locally contacts the brake disc, and local temperature rise and fall occur repeatedly in the brake disc. As a result, thermal fatigue damage to the brake disc may occur.
[0013]
　On the other hand, in the brake lining of Patent Document 4, a gap extending in the radial direction of the brake disc is formed between the sliding members. This gap is substantially parallel to the traveling direction of the railroad vehicle with the brake lining attached to the brake caliper. Therefore, the snow that has entered the gap is easily discharged by the wind pressure that accompanies the running of the railway vehicle.
[0014]
　When the snow that has entered the gap between the sliding members melts and turns into water, and this water adheres to the brake disc and / or the sliding member, the coefficient of friction between the brake disc and the sliding member decreases. When the coefficient of friction decreases, the stopping distance of the railroad vehicle braked by the disc brake device increases. Therefore, it is necessary to prevent water from adhering to the brake disc and the sliding member as much as possible.
[0015]
　In Patent Document 4, most of the sliding members have grooves. These grooves extend approximately vertically with the brake lining attached to the brake caliper. Therefore, the water adhering to the sliding member falls along the groove. However, in Patent Document 4, grooves are not formed in the sliding members at the upper end and the lower end. Therefore, the water flowing through the groove of each sliding member may be dammed by the sliding member at the lower end and adhere to the sliding member. When water adheres to the sliding member, the coefficient of friction between the brake disc and the sliding member decreases.
[0016]
　In the brake lining of Patent Document 5, a gap is formed between the row of sliding members located on the outer peripheral side of the brake disc and the sliding member located on the inner peripheral side of the brake disc. The gap extends from the upper end sliding member to the lower end sliding member with the brake lining attached to the brake caliper. This gap can guide and drop water from the sliding member at the upper end to the sliding member at the lower end.
[0017]
　However, in Patent Document 5, the gap between the sliding members extending in the vertical direction has a relatively large width. Therefore, snow easily enters the gap. Since the adhesive force of snow is greater than the adhesive force of water, snow that has entered the gap is less likely to fall than water and may stay in the gap. In this case, as in the case of the brake linings of Patent Documents 1 to 3, the followability of each sliding member to the brake disc is lowered. In addition, the accumulated snow dams the water flowing through the gap, so that the water easily adheres to each sliding member. Therefore, the coefficient of friction between the brake disc and the sliding member may decrease.
[0018]
　In the brake lining of Patent Document 6, there is no gap between the sliding members. Therefore, the followability of the sliding member does not deteriorate due to the intrusion of snow into the gap. However, in Patent Document 6, adjacent sliding members are arranged in contact with each other. Therefore, each sliding member is restricted in movement by other sliding members and cannot follow the brake lining that is thermally deformed when the wheel is braked. That is, in Patent Document 6, the isobaricity of the sliding member with respect to the brake disc is not originally ensured, and the sliding member comes into local contact with the brake disc. Therefore, the brake lining of Patent Document 6 may cause thermal fatigue damage of the brake disc as in Patent Documents 1 to 3.
[0019]
　It is an object of the present disclosure to provide a brake lining for a railroad vehicle capable of ensuring the isobaricity of the sliding member with respect to the brake disc while preventing a decrease in the coefficient of friction between the brake disc and the sliding member.
Means to solve problems
[0020]
　The brake lining according to the present disclosure is a brake lining for railway vehicles. The brake lining includes a mounting plate, a plurality of sliding members, and a plurality of elastic members. The plurality of sliding members are arranged on one surface of the mounting plate in the lateral direction and the longitudinal direction of the mounting plate to form a plurality of lateral rows and a plurality of longitudinal rows. The plurality of elastic members are provided corresponding to the plurality of sliding members. Each of the plurality of elastic members is arranged between the corresponding sliding member and the mounting plate. Between the adjacent short direction rows, there is a first gap over the entire length of the short direction rows. Between the adjacent longitudinal rows, there is a second gap over the entire length of the longitudinal rows. The second gap has a width smaller than the width of the first gap.
The invention's effect
[0021]
　According to the brake lining for railway vehicles according to the present disclosure, it is possible to prevent a decrease in the coefficient of friction between the brake disc and the sliding member, and it is possible to ensure the isobaricity of the sliding member with respect to the brake disc.
A brief description of the drawing
[0022]
FIG. 1 is a front view showing a schematic configuration of a brake lining for a railway vehicle according to an embodiment.
FIG. 2 is a cross-sectional view taken along the line II-II of the brake lining shown in FIG.
FIG. 3 is a partially enlarged view of the brake lining shown in FIG.
FIG. 4A is a front view of a railroad vehicle brake lining according to an embodiment.
FIG. 4B is a rear view of the brake lining shown in FIG. 4A.
FIG. 4C is a left side view of the brake lining shown in FIG. 4A.
FIG. 4D is a right side view of the brake lining shown in FIG. 4A.
FIG. 4E is a plan view of the brake lining shown in FIG. 4A.
FIG. 4F is a bottom view of the brake lining shown in FIG. 4A.
Embodiment for carrying out the invention
[0023]
　The brake lining according to the embodiment is a brake lining for a railway vehicle. The brake lining includes a mounting plate, a plurality of sliding members, and a plurality of elastic members. The plurality of sliding members are arranged on one surface of the mounting plate in the lateral direction and the longitudinal direction of the mounting plate to form a plurality of lateral rows and a plurality of longitudinal rows. The plurality of elastic members are provided corresponding to the plurality of sliding members. Each of the plurality of elastic members is arranged between the corresponding sliding member and the mounting plate. Between the adjacent short direction rows, there is a first gap over the entire length of the short direction rows. Between the adjacent longitudinal rows, there is a second gap over the entire length of the longitudinal rows. The second gap has a width smaller than the width of the first gap (first configuration).
[0024]
　According to the first configuration, by arranging the plurality of sliding members in the lateral direction and the longitudinal direction of the mounting plate, a plurality of lateral rows and longitudinal rows of the sliding members are formed. A first gap over the entire length of the lateral row is provided between the adjacent lateral rows, and a second gap over the entire length of the longitudinal row is provided between the adjacent longitudinal rows. Brake linings for railroad vehicles are generally mounted on brake calipers so that the longitudinal direction of the mounting plate is approximately up and down. Therefore, when the brake lining is attached to the brake caliper, the second gap between the longitudinal rows extends from the upper end to the lower end of the sliding member group. Through this second gap, the water generated by melting the snow can be guided from the upper end to the lower end of the sliding member group, and finally can be discharged to the outside of the sliding member group. Therefore, it is possible to prevent water from adhering to the sliding member and maintain the coefficient of friction between the brake disc and the sliding member.
[0025]
　With the brake lining attached to the brake caliper, the first gap between the lateral rows extends approximately parallel to the traveling direction of the railroad vehicle. Therefore, even if snow invades the first gap, the snow receives the wind pressure accompanying the running of the railway vehicle and is blown out of the sliding member group along the first gap. This makes it possible to prevent snow from accumulating between the sliding members. Therefore, the follow-up of each sliding member to the brake disc is not hindered by snow, and the isobaricity of the sliding member with respect to the brake disc is ensured. Due to the high isobaricity of the sliding member, the contact area between the brake disc and the sliding member is expanded, and the local temperature rise of the brake disc can be prevented. As a result, it is possible to prevent the occurrence of thermal fatigue damage in the brake disc.
[0026]
　According to the first configuration, the width of the second gap between the longitudinal rows of the sliding members is smaller than the width of the first gap between the lateral rows of the sliding members. It is difficult for snow to enter the narrow second gap. Therefore, the flow of water in the second gap is not obstructed by snow, and drainage from the second gap can be reliably performed. Therefore, it is possible to more reliably prevent water from adhering to the sliding member and prevent a decrease in the coefficient of friction between the brake disc and the sliding member.
[0027]
　Since the lateral row is arranged with a first gap and the longitudinal row is arranged with a second gap, each sliding member does not come into contact with other sliding members. Further, each sliding member is elastically supported by an elastic member. Therefore, each sliding member can follow the brake disc that is thermally deformed during braking without interfering with other sliding members. Therefore, the isobaricity of the sliding member can be ensured.
[0028]
　The sliding members arranged in the longitudinal direction preferably have the same shape and size (second configuration).
[0029]
　In the second configuration, the sliding members arranged in the longitudinal direction of the mounting plate all have the same shape and size. Therefore, the types of sliding members prepared for manufacturing the brake lining can be reduced, and the manufacturing cost and man-hours can be reduced.
[0030]
　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.
[0031]
　[Brake lining configuration]
　FIG. 1 is a front view showing a schematic configuration of a railroad vehicle brake lining 100 according to the present embodiment. FIG. 2 is a cross-sectional view taken along the line II-II of the brake lining 100 shown in FIG.
[0032]
　The brake lining 100 is a part of a disc brake device for a railway vehicle. The disc brake device includes a brake disc and a brake caliper (not shown) in addition to the brake lining 100. The brake disc is fastened to a disc body (for example, a wheel) fixed to the axle. The brake lining 100 is attached to the brake caliper so as to face the brake disc. FIG. 1 shows a brake lining 100 in a posture attached to a brake caliper.
[0033]
　As shown in FIGS. 1 and 2, the brake lining 100 includes a mounting plate 10, a plurality of sliding members 20, a plurality of back metal 30, and a plurality of elastic members 40.
[0034]
　With reference to FIG. 1, the mounting plate 10 is mounted directly or indirectly to the brake caliper. In the present embodiment, the mounting plate 10 has a substantially rectangular shape when viewed from the front. When the mounting plate 10 is attached to the brake caliper, one of the side edges 11 and 12 of the mounting plate 10 faces the inner peripheral side of the brake disc, and the other side edge 12 is the brake disc. Facing the outer peripheral side. Hereinafter, in the brake lining 100, the side edge 11 side may be referred to as an inner or inner peripheral side in the radial direction, and the side edge 12 side may be referred to as an outer or outer peripheral side in the radial direction.
[0035]
　In front view of the mounting plate 10, the vertical center line CL passes between the side edges 11 and the side edges 12. With the mounting plate 10 attached to the brake caliper, the vertical center line CL extends in the vertical direction. The direction in which the vertical center line CL extends is the longitudinal direction of the mounting plate 10, and the direction orthogonal to the vertical center line CL is the lateral direction of the mounting plate 10.
[0036]
　Each of the sliding members 20 has a plate shape and has a polygonal shape when viewed from the front. More specifically, each of the sliding members 20 has a substantially quadrangular shape or a substantially pentagonal shape. The sliding member 20 is supported on one surface of the mounting plate 10. The sliding members 20 are arranged in the lateral direction and the longitudinal direction of the mounting plate 10 to form a plurality of lateral rows 21 and a plurality of longitudinal rows 22. The sliding members 20 do not have to be arranged completely along the lateral and longitudinal directions of the mounting plate 10, but may be substantially aligned in the lateral and longitudinal directions. In the present embodiment, the sliding members 20 are substantially arranged along the radial direction and the circumferential direction of the brake disc to form a plurality of lateral rows 21 and a plurality of longitudinal rows 22. A gap 23 is provided between the sliding members 20 adjacent to each other in the lateral direction. A gap 24 is provided between the sliding members 20 adjacent to each other in the longitudinal direction. Therefore, each sliding member 20 does not come into contact with the other sliding member 20.
[0037]
　Each of the lateral rows 21 is composed of a plurality of sliding members 20 arranged in the lateral direction. In the present embodiment, one lateral row 21 is composed of two sliding members 20. There is a gap 211 between the adjacent short direction rows 21. The gap 211 is formed by connecting the gaps 24 between the sliding members 20 adjacent to each other in the longitudinal direction in the lateral direction. Each gap 211 extends over the entire length of the lateral row 21. That is, each gap 211 extends uninterruptedly from the end on the inner peripheral side to the end on the outer peripheral side of the plurality of sliding members 20 arranged on the mounting plate 10. In this embodiment, the gap 211 extends substantially straight along the radial direction of the brake disc. The gaps 211 are arranged radially from the inner peripheral side to the outer peripheral side.
[0038]
　Each of the longitudinal rows 22 is composed of a plurality of sliding members 20 arranged in the longitudinal direction. In the present embodiment, one longitudinal row 22 is composed of five sliding members 20. There is a gap 221 between the adjacent longitudinal rows 22. The gap 221 is formed by connecting the gaps 23 between the sliding members 20 adjacent to each other in the lateral direction in the longitudinal direction. The gap 221 extends over the entire length of the longitudinal row 22. That is, the gap 221 extends uninterruptedly from the upper end to the lower end of the plurality of sliding members 20 arranged on the mounting plate 10. In the present embodiment, the gap 221 is curved and extends substantially along the circumferential direction of the brake disc.
[0039]
　Each of the longitudinal rows 22 is composed of sliding members 20 having the same shape and size. That is, sliding members 20 having the same shape and size are arranged in the longitudinal direction of the mounting plate 10. More specifically, on the inner peripheral side of the mounting plate 10, substantially square sliding members 20 are arranged in the longitudinal direction when viewed from the front. On the outer peripheral side of the mounting plate 10, sliding members 20 having a substantially pentagonal shape are arranged in the longitudinal direction when viewed from the front. That is, two types of sliding members 20 are used in the brake lining 100 according to the present embodiment.
[0040]
　With reference to FIG. 2, the back metal 30 is fixed to the surface (back surface) of the sliding member 20 on the mounting plate 10 side. In this embodiment, one back metal 30 is fixed for every two sliding members 20. More specifically, a back metal 30 is provided corresponding to the lateral row 21 composed of the two sliding members 20. The shape and size of the back metal 30 are not particularly limited. For example, the back metal 30 can have substantially the same shape and size as the shape and size of the lateral row 21 in the front view of the brake lining 100.
[0041]
　In the example of FIG. 2, two sliding members 20 fixed to one back metal 30 are separate bodies. However, these two sliding members 20 may be integrated on the back metal 30 side. That is, when a plurality of sliding members 20 are fixed to one back metal 30, these sliding members 20 can be integrally formed as long as the gap 23 is maintained.
[0042]
　The elastic member 40 is provided corresponding to the sliding member 20. That is, the elastic member 40 is provided for each sliding member 20. Each elastic member 40 is arranged between the back metal 30 fixed to the corresponding sliding member 20 and the mounting plate 10. The elastic member 40 is typically a disc spring, but may be a leaf spring, a coil spring, or the like. The sliding member 20, the back metal 30, and the elastic member 40 are attached to the mounting plate 10 by fastening parts 50 such as rivets.
[0043]
　FIG. 3 is a partially enlarged view of the brake lining 100 shown in FIG. With reference to FIG. 3, the gap 211 between the lateral rows 21 has a width W1. The width W1 is the distance between adjacent short direction rows 21. The width W1 is preferably 2.0 mm to 5.0 mm.
[0044]
　As described above, the gap 211 between the lateral rows 21 is formed by a series of gaps 24 between the sliding members 20 adjacent to each other in the longitudinal direction. For example, when the position of the adjacent gap 24 is deviated in the front view of the brake lining 100, the width of the gap 211 is partially reduced at the boundary of the gap 24. In this case, the width of the gap 211 at the boundary position of the gap 24 is treated as the width W1 of the gap 211. That is, the width W1 of the gap 211 is the minimum width of the gap 211 extending in the lateral direction.
[0045]
　The gap 221 between the longitudinal rows 22 has a width W2. The width W2 is the distance between adjacent longitudinal rows 22. The width W2 is preferably 0.3 mm to 3.0 mm. The width W2 is smaller than the width W1 of the gap 211 between the rows 21 in the lateral direction. The width W1 is, for example, 1.5 times or more the width W2.
[0046]
　As described above, the gap 221 between the longitudinal rows 22 is formed by the continuation of the gaps 23 between the sliding members 20 adjacent to each other in the lateral direction. For example, when the position of the adjacent gap 23 is deviated in the front view of the brake lining 100, the width of the gap 221 is partially reduced at the boundary of the gap 23. In this case, the width at the boundary position of the gap 23 is treated as the width W2 of the gap 221. That is, the width W2 of the gap 221 is the minimum width of the gap 221 extending in the longitudinal direction.
[0047]
　[Effect of the Embodiment]
　When the brake lining 100 according to the present embodiment is attached to the brake caliper, the longitudinal direction of the attachment plate 10 is substantially the vertical direction. Therefore, the gap 221 between the longitudinal rows 22 of the sliding member 20 extends up and down over the entire length of the longitudinal rows 22. The gap 211 between the lateral rows 21 of the sliding member 20 extends over the entire length of the lateral rows 21 substantially in parallel with the traveling direction of the railroad vehicle.
[0048]
　For example, when a railroad vehicle equipped with a brake lining 100 travels in a heavy snowfall area, snow may enter between the sliding members 20. However, this snow receives wind pressure due to the running of the railroad vehicle (FIG. 1), is guided backward by the gap 211, and is discharged from between the sliding members 20. Therefore, snow is less likely to stay between the sliding members 20, and the movement of the sliding members 20 is less likely to be hindered by the snow. Therefore, the followability of the sliding member 20 to the brake disc can be ensured. As a result, the contact area between the brake disc and the sliding member 20 is expanded, so that the local temperature rise of the brake disc can be prevented.
[0049]
　The snow that has entered between the sliding members 20 and has come into contact with the sliding members 20 melts and changes into water. This water falls along the gap 221 and is discharged to the outside of the sliding member 20. Moreover, the width W2 of the gap 221 extending in the vertical direction is smaller than the width W1 of the gap 211 substantially parallel to the traveling direction of the railway vehicle. Therefore, it is relatively difficult for snow to enter the gap 221. Therefore, the flow of water in the gap 221 is not obstructed by the snow, and the water can be smoothly drained from the gap 221. As a result, it is possible to prevent water from adhering to the sliding member 20, and it is possible to maintain the coefficient of friction between the brake disc and the sliding member 20.
[0050]
　In the present embodiment, each sliding member 20 does not come into contact with other sliding members 20 and is elastically supported by the elastic member 40. Therefore, each sliding member 20 can follow the brake disc that is thermally deformed during braking without interfering with the other sliding members 20. Therefore, the isobaricity of the sliding member 20 can be ensured.
[0051]
　As described above, according to the brake lining 100 according to the present embodiment, the followability of the sliding member 20 to the brake disc is unlikely to decrease due to snow, and the isobaricity of the sliding member 20 can be ensured. As a result, local contact between the sliding member 20 and the brake disc is less likely to occur, so that thermal fatigue damage of the brake disc due to the local contact can be prevented. Further, according to the brake lining 100 according to the present embodiment, it is possible to prevent the friction coefficient of the sliding member 20 from being lowered due to the adhesion of water. Therefore, it is possible to suppress the extension of the stopping distance of the railway vehicle during braking.
[0052]
　In the present embodiment, in consideration of the amount of deformation of the brake disc during braking, a width W2 of preferably 0.3 mm or more is secured in the narrow gap 221 extending in the vertical direction. When the width W2 of the narrow gap 221 is 0.3 mm or more, the width W1 of the wide gap 211 extending in the traveling direction of the railway vehicle is naturally larger than 0.3 mm. If the sliding members 20 are arranged at intervals of 0.3 mm or more in this way, even if the sliding members 20 follow the deformation of the brake disc, the sliding members 20 usually do not interfere with each other.
[0053]
　In the present embodiment, a width W1 of preferably 2.0 mm or more is secured in the wide gap 211. Since the maximum particle size of snow that enters between the sliding members 20 is considered to be about 1.0 mm, if the width W1 is set to 2.0 mm or more and is sufficiently larger than the maximum particle size of snow, snow will stay in the gap 211. It is difficult to do so, and snow can be smoothly discharged from the gap 211.
[0054]
　In the brake lining 100 according to the present embodiment, the sliding members 20 arranged in the longitudinal direction have the same shape and size. In this case, the number of types of sliding members 20 included in the brake lining 100 may be less than or equal to the number of longitudinal rows 22. That is, it is possible to reduce the types of sliding members 20 prepared for manufacturing the brake lining 100. Therefore, the manufacturing cost and man-hours of the brake lining 100 can be reduced.
[0055]
　In the brake lining 100 according to the present embodiment, the width W1 of the gap 211 between the sliding members 20 is preferably set to 5.0 mm or less. The width W2 of the gap 221 between the sliding members 20 is preferably set to 3.0 mm or less. The widths W1 and W2 are smaller than the width of the gap between the sliding members in a general brake lining. Therefore, the surface area of ​​the sliding member 20 in contact with the disc brake device is increased, and the wear allowance of the sliding member 20 can be increased. Therefore, the life of the brake lining 100 can be extended.
[0056]
　Although the embodiment according to the present disclosure has been described above, the present disclosure is not limited to the above embodiment, and various changes can be made as long as the purpose is not deviated.
[0057]
　In the above embodiment, the mounting plate 10 has a substantially rectangular shape when viewed from the front. 4A to 4F are a front view, a rear view, a left side view, a right side view, a plan view, and a bottom view of the brake lining 100 having a substantially rectangular mounting plate 10, respectively. However, the shape of the mounting plate 10 is not limited to this, and may be, for example, a shape that curves along the circumferential direction of the brake disc.
[0058]
　In the above embodiment, the gap 211 between the lateral rows 21 extends along the radial direction of the brake disc. However, the direction in which the gap 211 extends may be the horizontal direction. The gap 211 does not have to extend completely parallel to the lateral direction of the mounting plate 10, but may extend substantially in the lateral direction.
[0059]
　In the above embodiment, the gap 221 between the longitudinal rows 22 extends along the circumferential direction of the brake disc. However, the direction in which the gap 221 extends may be a vertical direction or a direction slightly inclined with respect to the vertical direction. The gap 221 does not have to extend completely parallel to the longitudinal direction of the mounting plate 10, but may extend substantially in the longitudinal direction.
[0060]
　A groove extending in the longitudinal direction of the mounting plate 10 may be formed on the surface of each sliding member 20. In order to secure a large surface area of ​​the sliding member 20 and improve the life of the brake lining 100, the number of grooves provided in each sliding member 20 is preferably one or less.
Code description
[0061]
　100: Brake lining
　10: Mounting plate
　20: Sliding member
　21: Short direction row
　211: Gap
　W1: Width
　22: Longitudinal direction row
　221: Gap
　W2: Width
　40: Elastic member

WE CLAIMS

Brake lining for railroad vehicles, the
　mounting plate and
　one side of the mounting plate are arranged in the lateral direction and the longitudinal direction of the mounting plate to form a plurality of lateral rows and a plurality of longitudinal rows. A plurality of sliding members and
　a plurality of elastic members provided corresponding to the plurality of sliding members and arranged between the corresponding sliding members and the mounting plate, respectively,
and
　adjacent to each other . There is a first gap over the entire length of the short direction row between the short direction rows, and there
　is a width smaller than the width of the first gap between the adjacent longitudinal direction rows. Brake lining with a second gap over the entire length of the longitudinal row.
[Claim 2]
　The brake lining according to claim 1,
　wherein the sliding members arranged in the longitudinal direction have the same shape and size.