RAILWAY WHEEL WITH BRAKE DISC

Abstract

A railway wheel includes: a wheel including a plate portion; and a brake disc including a circular plate portion whose front face side is a sliding surface, and a plurality of fin portions projected on a back face of the circular plate portion, wherein two of the brake discs are fastened in a region within the sliding surface. Regarding an area of a section crossing a space formed between the brake disc and the wheel along a circumferential direction, a minimum section portion in which the sectional area is minimum is present closest to the back face within the outer peripheral surface of the circular plate portion within a region formed by an outer peripheral surface of the circular plate portion and an inner peripheral surface of the rim portion, and an area of the minimum section portion is not less than 2500 mm.sup.2 and not more than 7000 mm.sup.2.

Claims

1. A railway wheel with brake disc comprising: a wheel for a railway vehicle, comprising a boss portion, a rim portion, and a plate portion for combining them together; and a brake disc comprising an annular circular plate portion whose front face provides a sliding surface, and a plurality of fin portions which are radially projected on a back face of the circular plate portion, wherein two of the brake discs interpose the plate portion of the wheel with each of sliding surfaces thereof facing outwardly, and are fastened in a region within the sliding surface, and wherein regarding an area of a section crossing a space formed between the brake disc and the wheel along a circumferential direction, a minimum section portion in which the sectional area is minimum is present closest to the back face of an outer peripheral surface of the circular plate portion within a region formed by the outer peripheral surface of the circular plate portion and an inner peripheral surface of the rim portion, and an area of the minimum section portion is not less than 2500 mm.sup.2 and not more than 7000 mm.sup.2.

2. The railway wheel with brake disc according to claim 1, wherein an outer diameter of the circular plate portion is constant.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0034] [FIG. 1A] FIG. 1A is a diagram to show an overall structure of a railway wheel with brake disc, showing a plan view of a circular portion.

[0035] [FIG. 1B] FIG. 1B is a diagram to show an overall structure of a railway wheel with brake disc, showing a sectional view along the radial direction of a semi-circular portion.

[0036] [FIG. 2A] FIG. 2A is a diagram to topically show a structure of a conventional railway wheel with brake disc, showing a perspective view of the back face of the brake disc seen from the inner peripheral surface side.

[0037] [FIG. 2B] FIG. 2B is a diagram to topically show a structure of a conventional railway wheel with brake disc, showing a plan view of the brake disc seen from the back face side.

[0038] [FIG. 2C] FIG. 2C is a diagram to topically show a structure of a conventional railway wheel with brake disc, showing a sectional view along the radial direction.

[0039] [FIG. 3A] FIG. 3A is a diagram to topically show a structure of a conventional railway wheel with brake disc disclosed in Patent Literature 3, showing a perspective view of the back face of the brake disc seen from the inner peripheral surface side.

[0040] [FIG. 3B] FIG. 3B is a diagram to topically show a structure of a conventional railway wheel with brake disc disclosed in Patent Literature 3, showing a sectional view along the radial direction.

[0041] [FIG. 4] FIG. 4 is a diagram to show a correlation between the sum total of opening areas, and the aerodynamic sound level and the ventilation amount in a railway wheel with brake disc.

[0042] [FIG. 5A] FIG. 5A is a sectional view along the radial direction to show a structure of a railway wheel with brake disc, which is an embodiment of the present invention.

[0043] [FIG. 5B] FIG. 5B is a sectional view to topically show the railway wheel with brake disc of FIG. 5A, showing the rectangular region in FIG. 5A.

[0044] [FIG. 6A] FIG. 6A is a sectional view along the radial direction to show a structure of a railway wheel with brake disc, which is used as a comparative embodiment in an analysis.

[0045] [FIG. 6B] FIG. 6B is a sectional view to topically show the railway wheel with brake disc of FIG. 6A, showing the rectangular region in FIG. 6A.

[0046] [FIG. 7] FIG. 7 is a diagram to show a correlation between the area of the spatial cross section in the minimum section portion, and the aerodynamic sound level and the ventilation amount in a railway wheel with brake disc.

[0047] [FIG. 8] FIG. 8 is a diagram to show a relationship between the center frequencies and the noise levels after octave band processing, which is disclosed in Patent Literature 3.

DESCRIPTION OF EMBODIMENTS

[0048] As described in Patent Literature 3, there is a strong correlation between the ventilation amount of the air, which flows through a space formed between the brake disc and the wheel, particularly, a space surrounded by the circular plate portion and the fin portion of the brake disc and the plate portion of the wheel, and the level of aerodynamic sound.

[0049] FIG. 4 is a diagram to show a correlation between the sum total of opening areas, and the aerodynamic sound level and the ventilation amount in the railway wheel with brake disc. The sum total of opening areas mentioned herein refers to a sum total of opening areas over the entire range of the circumferential direction when seen from the inner circumferential side of the brake disc regarding a space surrounded by the circular plate portion and the fin portion of the brake disc, and the plate portion of the wheel. In other words, the sum total of opening areas refers to an area of a minimum section portion in which area of the spatial cross section is minimum regarding a section (hereafter, referred to as a spatial cross section) that crosses along the circumferential direction the space formed between the brake disc and the wheel. For example, like a railway wheel with BD shown in FIGS. 3A and 3B, in a case in which a rib is added between fin portions of the brake disc, and a slit is formed in the rib, since the minimum section portion is located at the position of the rib, the area of the spatial cross section at the position of the rib corresponds to the sum total of opening areas shown in FIG. 4. Note that the ventilation amount has been obtained by a thermal fluid analysis (per one brake disc), and the level of aerodynamic sound has been obtained by experiment.

[0050] It is seen that, as shown in FIG. 4, the aerodynamic sound level increases as the area (sum total of opening areas) of the minimum section portion increases, and the ventilation amount exhibits a similar tendency. That is, there is a strong correlation between the ventilation amount and the aerodynamic sound level. For this reason, evaluation of the aerodynamic sound level can be performed with the ventilation amount as an index, and suppression of ventilation amount leads to suppression of aerodynamic sound. And, to suppress the ventilation amount, it only needs to appropriately specify the area of the minimum section portion of the spatial cross section.

[0051] In this respect, in the conventional railway wheel with BD described in Patent Literatures 2 and 3, which pays attention to a space surrounded by a circular plate portion and fin portions of the brake disc, and a plate portion of the wheel, to limit the gas flow by disposing the minimum section portion of the spatial cross section in that space, a rib is added in the circular plate portion of the disc brake, and further a slit is formed in the rib. As a result, the above described problem becomes apparent.

[0052] Accordingly, to solve the above described problem, the present inventors have paid attention only to an outer circumferential region of a circular plate portion of the brake disc, that is, a limited region formed by the outer peripheral surface of the circular plate portion of the brake disc and the inner peripheral surface of the rim portion of the wheel, instead of the space of interest in prior art, which is surrounded by the circular plate portion and the fin portions of the brake disc, and the plate portion of the wheel within the space formed between the brake disc and the wheel. Then, the present inventors have investigated the ventilation amount by using a numerical calculation by thermal fluid analysis and disposing the minimum section portion of the spatial cross section to be closest to the back face (hereafter, referred to as a back face portion of the outer peripheral surface of the circular plate portion) of the outer peripheral surface of the circular plate portion within the limited region. As a result, the present inventors have obtained a finding that appropriately specifying the area of the spatial cross section within the back face portion of the outer peripheral surface of the circular plate portion of the brake disc which is supposed to be the minimum section portion can suppress the ventilation amount to be equivalent to that of prior art, thereby suppressing the aerodynamic sound, and have completed the present invention.

[0053] Hereafter, embodiments of the railway wheel with brake disc of the present invention will be described in detail.

[0054] FIG. 5A is a sectional view along the radial direction to show a structure of a railway wheel with brake disc, which is an embodiment of the present invention. FIG. 5B is a sectional view to topically show the railway wheel with brake disc of FIG. 5A, showing the rectangular region in FIG. 5A. Hereafter, parts common to those of the conventional railway wheel with BD shown in FIGS. 1A, 1B, and 2A to 2C are given the like symbols, thereby appropriately omitting overlapping description.

[0055] As shown in FIGS. 5A and 5B, a brake disc 1 in the present embodiment includes a circular plate portion 2 and a fin portion 3. This brake disc 1 does not include the rib 7 as shown in FIGS. 3A and 3B. That is, only a plurality of fin portions 3 are projected in a radial manner on a back face 2b of the circular plate portion 2.

[0056] The material of the brake disc 1 can adopt cast iron, cast steel, forged steel, aluminum, carbon, and the like.

[0057] Note that strictly speaking, a region in a front face 2a of the brake disc 1, which provides a sliding surface, is raised one step higher. The brake disc 1 is to be replaced when the sliding surface has been worn due to repetitive braking and the wear of the sliding surface has progressed to a height of the front face 2a of the circular plate portion 2.

[0058] A wheel 10 includes a boss portion 11, a rim portion 12, and a plate portion 13. The inner peripheral surface 12b of the rim portion 12 includes a corner surface 12ba which connects to the side face 12a of the rim portion 12, and a fillet surface 12bb which connects to the corner surface 12ba and the side face 13a of the plate portion 13.

[0059] The shapes of the corner surface 12ba and the fillet surface 12bb are designed according to the specification of the vehicle. For example, the corner surface 12ba is a single round face whose contour shape in a section along the axial direction of the wheel 10 is an arc shape, and whose radius of curvature is constant. The fillet surface 12bb is a complex plane in which a tapered surface of a frusto-conical shape and a round face having a constant radius of curvature are combined, and whose contour shape in a section along the axial direction of the wheel 10 is a combined shape of a straight line and an arc. But, the fillet surface 12bb may be a single round face, or a free curved surface whose radius of curvature varies.

[0060] Here, in the railway wheel with BD of the present embodiment, regarding a spatial cross section which crosses along the circumferential direction the space formed between the brake disc 1 and the wheel 10, a minimum section portion in which the area of the spatial cross section is minimum, is present in a region formed by the outer peripheral surface 2c of the circular plate portion 2 of the brake disc 1 and the inner peripheral surface 12b of the rim portion 12 of the wheel 10. Specifically, the minimum section portion is present closest to the back face 2b within the outer peripheral surface 2c of the circular plate portion 2 (see the back face portion of the outer peripheral surface of the circular plate portion, which is given a symbol a1 in FIG. 5B).

[0061] To realize such a condition, the back face portion a1 of the outer peripheral surface 2c of the circular plate portion of the brake disc 1 is in closest proximity to the inner peripheral surface 12b of the rim portion 12 of the wheel 10. For example, in the case of a brake disc 1 whose circular plate portion 2 has an outer diameter of 715 mm, a minimum gap g between the back face portion al of the outer peripheral surface 2c of the circular plate portion and the inner peripheral surface 12b of the rim portion 12 is about 1.3 to 3.1 mm. The minimum gap g corresponds to an interval between a portion b1 at which an extension line of the back face 2b of the circular plate portion 2 intersects the inner peripheral surface 12b of the rim portion 12, and the back face portion al of the outer peripheral surface 2c of the circular plate portion. The outer diameter of the circular plate portion 2 is preferably constant. That is because machining thereof will be easily performed.

[0062] Particularly, in the railway wheel with BD of the present embodiment, the area of the spatial cross section in the back face portion 1 of the outer peripheral surface 2c of the circular plate portion is not less than 2500 mm.sup.2 and not more than 7000 mm.sup.2. The area of the section is preferably not less than 3000 mm.sup.2. Such numerical range is drawn out from consideration based on a thermal fluid analysis and analysis results thereof to be described below.

[Thermal Fluid Analysis]

[0063] For the railway wheel with BD shown in FIGS. 5A and 5B, a thermal fluid analysis is performed simulating a time of high speed traveling in which the traveling speed is constant at 360 km/h, to evaluate a ventilation amount in the minimum section portion of the spatial cross section. In that occasion, a model is used in which the area of the spatial cross section in the back face portion al (minimum section portion) is variously changed by variously changing the minimum gap g between the back face portion al of the outer peripheral surface 2c of the circular plate portion and the inner peripheral surface 12b of the rim portion 12.

[0064] Moreover, for comparison purposes, as shown in FIGS. 6A and 6B, a model of the railway wheel with BD in which a rib 7 with a slit 7a is added between fin portions 3, and a model of the railway wheel with BD in which a rib 7 with a slit 7a is not provided are used. The railway wheel with BD shown in FIGS. 6A and 6B, which is the same as the railway wheel with BD disclosed in Patent Literature 3, that is, the conventional railway wheel with BD shown in FIGS. 3A and 3B, has a large minimum gap g between the back face portion al of the outer peripheral surface 2c of the circular plate portion and the inner peripheral surface 12b of the rim portion 12. In one model, in which a rib 7 with a slit 7a is provided, of those of comparative embodiment, the position of the fin portion 7 is the minimum section portion of the spatial cross section, and the area of the spatial cross section at the minimum section portion is variously changed by variously changing the depth d of the slit 7a. In either of the present embodiment and the comparative embodiment, the brake disc is center fastened.

[0065] Table 1 below shows conditions of the model of the railway wheel with BD used for analysis. The minimum section portion is present, in the present embodiment, in a region formed by the outer peripheral surface 2c of the circular plate portion 2 and the inner peripheral surface 12b of the rim portion 12 throughout the entire space formed between the brake disc 1 and the wheel 10; and is present, in the comparative embodiment, between the outer circumferential portion of the back face 2b of the circular plate portion 2 and the plate portion 13 (in the slit portion in the case in which a rib is provided). It is noted that because of that a fin portion 3 is present between the circular plate portion 2 and the plate portion 13, and the like, the minimum section portion is not uniquely determined only from one section of the railway wheel with BD.

TABLE-US-00001 TABLE 1 Minimum gap g Area of minimum section portion [mm.sup.2] between back face Between plate portion and inner Slit portion and Between rim portion peripheral surface of depth d Slit circular plate and circular plate Category rim portion [mm] [mm] portion portion portion Present 1.10 21600 2506 * embodiment 1.30 21600 2962 * 2.46 21600 5614 * Comparative 9.00 5 2760 * 21600 26280 embodiment 9.00 8 4608 * 21600 26280 9.00 12 6912 * 21600 26280 9.00 21600 * 26280 Remarks) Symbol indicates that there is neither rib nor slit. Symbol * indicates area of minimum section portion throughout between wheel and brake disc.

[0066] Other typical conditions of analysis model are as follows.

<Brake Disc>

[0067] Forged steel disc for Shinkansen (R),

[0068] Inner diameter of circular plate portion: 417 mm,

[0069] Length from the sliding surface of the circular plate portion to the front end surface (contact surface with the wheel plate portion) of the fin portion: 45 mm, and

[0070] 12 bolt holes whose centers are located on an identical circle of a diameter of 560 mm are formed at an equal interval, and a bolt is inserted through each bolt hole to fasten the brake disc and the wheel.

<Wheel>

[0071] Rolled wheel for Shinkansen (R),

[0072] Inner diameter: 196 mm, Outer diameter: 860 mm, and thickness in radial direction of rim portion: 60 mm.

[Analysis Results and Discussion]

[0073] FIG. 7 is a diagram to show a correlation between the area of the spatial cross section in the minimum section portion, and the aerodynamic sound level and the ventilation amount in a railway wheel with brake disc. It is noted that the aerodynamic sound level shown in the figure is the same as that shown in FIG. 4. FIG. 7 shows with a broken line the aerodynamic sound level of a railway wheel with BD which includes an inner-circumference fastening type brake disc.

[0074] As shown in FIG. 7, there is coincidence in the relationship between the area of the spatial cross section in the minimum section portion and the ventilation amount coincides, between the railway wheel with BD of the present embodiment and the conventional railway wheel with BD of the comparative embodiment. From this, it can be said that regarding the relationship of the aerodynamic sound level as well, there is coincidence between the railway wheel with BD of the present embodiment and the conventional railway wheel with BD of the comparative embodiment.

[0075] The aerodynamic sound level decreases as the area of the minimum section portion decreases as shown in FIG. 7. For this reason, to decrease the aerodynamic sound level, the area of the minimum section portion may be decreased, thereby decreasing the ventilation amount. However, even when the area of the minimum section portion is decreased to be less than 2500 mm.sup.2, the aerodynamic sound level will not change. Moreover, when the area of the minimum section portion is excessively decreased, the ventilation amount is decreased, and thereby a problem occurs in that the cooling performance of the brake disc deteriorates. From these reasons, the lower limit of the minimum section portion is set to 2500 mm.sup.2. And the lower limit is preferably 3000 mm.sup.2, and more preferably 3500 mm.sup.2.

[0076] FIG. 8 is a diagram to show a relationship between center frequencies and noise levels after octave band processing, which is disclosed in Patent Literature 3. The noise level as used herein refers to the aerodynamic sound level. Moreover, the sum total of opening areas in the figure refers to the area of the minimum section portion in which the area of the spatial cross section is minimum.

[0077] The figure shown in FIG. 8 is obtained by an experiment supposing during a high speed traveling in which the traveling speed is constant at 360 km/h. In the experiment, a railway wheel without brake disc, a railway wheel with BD including a brake disc without a rib, and a railway wheel with BD which is added with a rib with a slit are used. The railway wheel with BD added with a rib with a slit is the same as the conventional railway wheel with BD shown in FIGS. 3A and 3B, that is, the railway wheel with BD of the comparative embodiment shown in FIGS. 6A and 6B. As the railway wheel with BD added with a rib with a slit, one in which the area of the spatial cross section at the minimum section portion which corresponds to the position of the rib is 18000 mm.sup.2, and one in which the area of the same is 7000 mm.sup.2 are adopted.

[0078] As shown in FIG. 8, in the case of the railway wheel with BD in which the area of the spatial cross section at the minimum section portion which corresponds to the position of the rib is 7000 mm.sup.2, it is possible to remarkably decrease the aerodynamic sound in a frequency range with center frequencies of 800 to 1250 Hz, compared with the case of the railway wheel with BD in which the area is 18000 mm.sup.2. On the other hand, from the result of the above described thermal fluid analysis, there is coincidence in the relationship between the area of the spatial cross section in the minimum section portion and the aerodynamic sound level, between in the railway wheel with BD of the present embodiment and in the conventional railway wheel with BD of the comparative embodiment. From these facts, in the railway wheel with BD of the present embodiment, the upper limit of the area of the minimum section portion is set to 7000 mm.sup.2. The upper limit is preferably 6000 mm.sup.2.

[0079] In a railway wheel with BD of the present embodiment having such a configuration, as shown in FIGS. 5A and 5B, the brake disc 1 includes no rib 7, only including a fin portion 3 on the back face of the circular plate portion 2, and therefore has a simple shape. For this reason, the production process of the brake disc 1 does not become complicated, and the productivity of the brake disc 1 is excellent. Even when a brake disc 1 is produced by forging, the load imposed on the die will not increase, and the die life will not be shortened.

[0080] Further, the railway wheel with BD of the present invention can suppress the aerodynamic sound to a level equivalent to that of prior art since it disposes the minimum section portion of the spatial cross section in the back face portion al of the outer peripheral surface 2c of the circular plate portion of the brake disc 1, thereby specifying the range of the area of the spatial cross section at the minimum section portion.

INDUSTRIAL APPLICABILITY

[0081] The railway wheel with brake disc of the present invention can be effectively utilized for every railway vehicle equipped with a disc brake, and is particularly useful for high speed railway vehicles.

REFERENCE SIGNS LIST

[0082] 1: Brake disc, 2: Circular plate portion,

[0083] 2a: Front face, 2b: Back face,

[0084] 2c: Outer peripheral surface, 3: Fin portion,

[0085] 4: Bolt hole, 5: Bolt, 6: Nut,

[0086] 7: Rib, 7a: Slit, 10: Wheel,

[0087] 11: Boss portion, 12: Rim portion,

[0088] 12a: Side face, 12b: Inner peripheral surface,

[0089] 12ba: Corner surface, 12bb: Filet surface,

[0090] 13: Plate portion, 13a: Side face