阅读说明：本技术 铁道车辆用制动器摩擦衬片 (Brake friction lining for railway vehicle ) 是由 阪山由衣子 加藤孝宪 汤朝直仁 宫部成央 于 2020-03-05 设计创作，主要内容包括：制动器摩擦衬片(100)包括安装板(10)、滑动构件(20)以及弹性构件(40)。滑动构件(20)在安装板(10)的一个面上沿安装板(10)的宽度方向和长度方向排列,形成宽度方向列(21)和长度方向列(22)。弹性构件(40)与滑动构件(20)对应地设置。弹性构件(40)分别配置于对应的滑动构件(20)与安装板(10)之间。在相邻的宽度方向列(21)之间存在遍及宽度方向列(21)的全长的间隙(211)。在相邻的长度方向列(22)之间存在遍及长度方向列(22)的全长的间隙(221)。间隙(221)具有比间隙(211)的宽度(W1)小的宽度(W2)。(A brake lining (100) comprises a mounting plate (10), a sliding member (20), and an elastic member (40). The sliding members (20) are arranged on one surface of the mounting plate (10) in the width direction and the length direction of the mounting plate (10) to form a width direction row (21) and a length direction row (22). The elastic member (40) is provided in correspondence with the slide member (20). The elastic members (40) are respectively disposed between the corresponding slide members (20) and the mounting plate (10). Gaps (211) are present between adjacent widthwise rows (21) over the entire length of the widthwise rows (21). Gaps (221) are present between adjacent longitudinal rows (22) over the entire length of the longitudinal rows (22). The gap (221) has a width (W2) that is less than the width (W1) of the gap (211).)

1. A brake lining for a railway vehicle, comprising:

a mounting plate is arranged on the base plate,

a plurality of sliding members arranged on one surface of the mounting plate in the width direction and the length direction of the mounting plate to form a plurality of width direction rows and a plurality of length direction rows, an

A plurality of elastic members provided corresponding to the plurality of slide members and respectively arranged between the corresponding slide member and the mounting plate;

a 1 st gap extending over the entire length of the width direction column exists between the adjacent width direction columns;

between the adjacent longitudinal columns, a 2 nd gap having a width smaller than that of the 1 st gap and extending over the entire length of the longitudinal columns is present.

2. The brake friction lining of claim 1,

the sliding members arranged in the length direction have the same shape and size.

Technical Field

The present disclosure relates to brake pads for railway vehicles.

Background

Conventionally, disc brake devices have been widely used as brake devices for railway vehicles. The disc brake device includes an annular brake disc and brake pads. The brake disc is attached to, for example, a wheel of a railway vehicle, and rotates together with the wheel. The brake lining is pressed against the sliding surface of the brake disk. The wheel is braked by friction between the brake lining and the brake disc.

As disclosed in patent document 1, a 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 caliper via an attachment plate and face the sliding surface of the brake disc. In the brake friction lining of patent document 1, 3 sliding members having a circular or hexagonal shape in front view are supported by one backing plate to constitute a set member. A plurality of group members are fixed to the mounting plate.

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 disposed on an attachment plate. A back plate for supporting a disc-shaped slide member is inserted into each guide hole. An elastic member is disposed in a compressed state between each back plate and the mounting plate.

Patent document 3 discloses a brake friction lining provided with a friction structure having an elliptical orbit shape when viewed from the front. Each friction structure has 2 sliding members formed integrally with each other and a groove provided between the sliding members. The back plate supporting each friction structure has the same elliptical orbit shape as the friction structure. Between each back plate and the mounting plate, 2 elastic members are provided corresponding to the 2 sliding members.

In the brake lining disclosed in patent document 4, a plurality of sliding members are arranged with a gap therebetween in the circumferential direction of a brake disc against which the brake lining is pressed. These slide members have grooves extending in the circumferential direction, except for those at both ends in the circumferential direction of the brake disk.

In the brake lining disclosed in patent document 5, a plurality of sliding members are arranged in 2 rows along the circumferential direction of a brake disc against 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 disk and the row of sliding members located on the inner peripheral side of the brake disk. The sliding members each have a groove extending in the circumferential direction of the brake disk.

In the brake friction lining disclosed in patent document 6, a sliding member having a polygonal shape in front view is disposed on the mounting plate. The sliding members are respectively in contact with adjacent sliding members. Each of the slide members is elastically supported by an elastic member.

Prior art documents

Patent document

Patent document 1: japanese Kohyo publication Hei 10-507250

Patent document 2: japanese patent No. 5816043

Patent document 3: international publication No. 2017/069140

Patent document 4: japanese patent laid-open publication No. 2011-

Patent document 5: japanese laid-open patent publication No. 2007-155107

Patent document 6: japanese Kokai publication No. 2018-517107

Disclosure of Invention

Technical problem to be solved by the invention

For example, when a railway vehicle travels in a snowy area, snow may enter a gap formed between the sliding members in the brake lining. When snow entering the gap between the sliding members is not discharged but stays in the gap for a long time, the movement of each sliding member is restricted by the snow, and the following ability of each sliding member with respect to the brake disc is reduced. Thereby, the sliding member is locally brought into contact with the brake disk, and the temperature of the brake disk locally repeats rising and falling. As a result, thermal fatigue damage of the brake disk may occur.

In the brake friction linings of patent documents 1 and 2, there is a gap surrounded by 3 or more sliding members. The snow entering such a gap is prevented by the sliding member surrounding the gap and cannot escape from the gap, and therefore stays in the gap for a long period of time. In this case, the following performance of each sliding member with respect to the brake disk is reduced by snow, and the sliding member partially comes into contact with the brake disk, so that the temperature of the brake disk is locally increased and decreased repeatedly. Therefore, the brake linings of patent documents 1 and 2 may cause thermal fatigue damage of the brake disk.

In the brake friction lining of patent document 3, friction structures having an elliptical orbit shape when viewed from the front are arranged in various directions. Some friction structures are arranged so as to intersect the traveling direction of the railway vehicle. Therefore, even if the snow entering the gap between the friction structures receives wind pressure accompanying the travel of the railway vehicle, the friction structures intersecting the travel direction hinder the discharge of the snow, and the snow may stay in the gap. Therefore, in the brake pad of patent document 3, the following performance of each sliding member with respect to the disc is also reduced by snow. In this case, the sliding member is locally in contact with the brake disk, and local temperature rise and drop are repeatedly generated in the brake disk. As a result, thermal fatigue damage of the brake disk may be caused.

In contrast, in the brake pad of patent document 4, a gap extending in the radial direction of the brake disc is formed between the sliding members. The clearance is substantially parallel to the traveling direction of the railway vehicle in a state where the brake lining is attached to the caliper. Therefore, the snow entering the gap is easily discharged by the wind pressure accompanying the travel of the railway vehicle.

When snow entering the gap between the sliding members melts and turns into water, and the water adheres to the brake disc and/or the sliding members, the friction coefficient between the brake disc and the sliding members decreases. If the friction coefficient is reduced, the stopping distance of the railway vehicle braked by the disc brake device is extended. Therefore, it is necessary to prevent water from adhering to the brake disc and the sliding member as much as possible.

In patent document 4, a groove is formed in most of the sliding members. These grooves extend substantially in the vertical direction in a state where the brake pad is attached to the caliper. Therefore, the water attached to the sliding member falls down along the groove. However, in patent document 4, no groove is formed in the sliding member at the upper end and the lower end. Therefore, water along each slide member is blocked by the lower end slide member, and may adhere to the slide member. When water adheres to the sliding member, the friction coefficient between the brake disk and the sliding member decreases.

In the brake pad of patent document 5, a gap is formed between a row of sliding members located on the outer peripheral side of the disc and a row of sliding members located on the inner peripheral side of the disc. The clearance extends from the upper end slide member to the lower end slide member in a state where the brake lining is attached to the caliper. The gap can guide water to fall from the upper end sliding member to the lower end sliding member.

However, in patent document 5, the gap of the slide member extending in the up-down direction has a large width. Therefore, snow easily enters the gap. Since snow has a higher adhesive force than water, snow entering the gap is more difficult to fall than water, and may be retained in the gap. In this case, as in the brake pads of patent documents 1 to 3, the following performance of each sliding member with respect to the brake disc is reduced. In addition, water flowing in the gap is blocked by the accumulated snow, so that water is easily attached to each sliding member. Therefore, the friction coefficient between the brake disk and the sliding member may decrease.

In the brake friction lining of patent document 6, there is no gap between the sliding members. Therefore, the following performance of the sliding member is not reduced by the intrusion of snow into the gap. However, in patent document 6, adjacent sliding members are disposed in contact with each other. Therefore, each slide member is restricted in operation by the other slide members, and cannot follow the brake lining that is thermally deformed when the wheel is braked. That is, in patent document 6, the isostatic pressure of the sliding member with respect to the brake disk is not secured in any way, and the sliding member and the brake disk are locally in contact with each other. Therefore, the brake lining of patent document 6 may cause thermal fatigue damage to the brake disc, as in patent documents 1 to 3.

The technical problem of the present disclosure is to provide a brake lining for a railway vehicle, which can prevent a reduction in the coefficient of friction between a brake disc and a sliding member and can ensure the constant pressure property of the sliding member with respect to the brake disc.

Technical solution for solving technical problem

The brake lining according to the present disclosure is a brake lining for a railway vehicle. The brake pad includes a mounting plate, a plurality of slide members, and a plurality of resilient members. The plurality of sliding members are arranged on one surface of the mounting plate along the width direction and the length direction of the mounting plate, and form a plurality of width direction columns and a plurality of length direction columns. The plurality of elastic members are provided corresponding to the plurality of slide members. The elastic members are respectively arranged between the corresponding sliding members and the mounting plate. Between adjacent widthwise rows, a 1 st gap is present over the entire length of the widthwise rows. Between adjacent longitudinal rows, a 2 nd gap is present over the entire length of the longitudinal rows. The 2 nd gap has a width smaller than that of the 1 st gap.

Effects of the invention

According to the brake lining for a railway vehicle of the present disclosure, a reduction in the coefficient of friction between the brake disc and the sliding member can be prevented, and the isostatic pressing property of the sliding member with respect to the brake disc can be ensured.

Drawings

Fig. 1 is a front view showing a schematic structure of a brake lining for a railway vehicle according to an embodiment.

FIG. 2 is a sectional view II-II of the brake friction lining shown in FIG. 1.

FIG. 3 is an enlarged view of a portion of the brake pad shown in FIG. 1.

Fig. 4A is a front view of the brake lining for a railway vehicle according to the embodiment.

FIG. 4B is a rear view of the brake pad shown in FIG. 4A.

FIG. 4C is a left side view of the brake pad shown in FIG. 4A.

FIG. 4D is a right side view of the brake pad shown in FIG. 4A.

FIG. 4E is a top view of the brake pad shown in FIG. 4A.

FIG. 4F is a bottom view of the brake pad shown in FIG. 4A.

Detailed Description

The brake lining of the embodiment is a brake lining for a railway vehicle. The brake pad includes a mounting plate, a plurality of slide members, and a plurality of resilient members. The plurality of sliding members are arranged on one surface of the mounting plate along the width direction and the length direction of the mounting plate, and form a plurality of width direction columns and a plurality of length direction columns. The plurality of elastic members are provided corresponding to the plurality of slide members. The elastic members are respectively arranged between the corresponding sliding members and the mounting plate. Between adjacent widthwise rows, a 1 st gap is present over the entire length of the widthwise rows. Between adjacent longitudinal rows, a 2 nd gap is present over the entire length of the longitudinal rows. The 2 nd gap has a width (structure 1) smaller than that of the 1 st gap.

According to the configuration 1, the plurality of slide members are arranged in the width direction and the length direction of the mounting plate, and the plurality of width direction rows and the plurality of length direction rows of the slide members are formed. A1 st gap extending over the entire length of the width direction column is provided between adjacent width direction columns, and a 2 nd gap extending over the entire length of the length direction column is provided between adjacent length direction columns. The brake lining for a railway vehicle is generally attached to a caliper such that the longitudinal direction of an attachment plate is substantially vertical. Therefore, in a state where the brake pad is attached to the brake caliper, the 2 nd gap between the longitudinal rows extends from the upper end to the lower end of the sliding member group. The 2 nd gap can guide water generated by melting snow from the upper end to the lower end of the sliding member group, and can be finally discharged to the outside of the sliding member group. Therefore, adhesion of water to the sliding member can be prevented, and the friction coefficient between the brake disk and the sliding member can be maintained.

In a state where the brake pads are attached to the brake caliper, the 1 st gap between the widthwise rows extends substantially parallel to the traveling direction of the railway vehicle. Therefore, even if snow enters the 1 st gap, the snow is blown off along the 1 st gap to the outside of the sliding member group by wind pressure accompanying the travel of the railway vehicle. This can prevent snow from being trapped between the sliding members. Therefore, the sliding members are not hindered from following the brake disk by snow, and the constant pressure performance of the sliding members with respect to the brake disk is ensured. Due to the high compressibility of the sliding member, the contact area between the brake disk and the sliding member is increased, and a local temperature rise of the brake disk can be prevented. As a result, the occurrence of thermal fatigue damage of the brake disk can be prevented.

According to the 1 st configuration, the width of the 2 nd gap between the longitudinal rows of the sliding member is smaller than the width of the 1 st gap between the width-direction rows of the sliding member. Snow hardly enters the 2 nd gap having a narrow width. Therefore, the flow of water in the 2 nd gap is not obstructed by snow, and the water can be reliably discharged from the 2 nd gap. Therefore, adhesion of water to the sliding member is more reliably prevented, and a reduction in the friction coefficient between the brake disk and the sliding member can be prevented.

The width direction rows are arranged with a 1 st gap and the length direction rows are arranged with a 2 nd gap, so that each sliding member is not in contact with other sliding members. In addition, each sliding member is elastically supported by an elastic member. Therefore, each sliding member can follow the brake disk thermally deformed at the time of braking without interfering with other sliding members. Therefore, the isostatic pressure of the sliding member can be ensured.

The sliding members arranged in the longitudinal direction preferably have the same shape and size (structure 2).

In the 2 nd structure, the slide members arranged in the longitudinal direction of the mounting plate all have the same shape and size. Therefore, the number of types of sliding members to be prepared for manufacturing the brake friction lining can be reduced, and the manufacturing cost and man-hours can be reduced.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the drawings, the same or corresponding components are denoted by the same reference numerals, and the same description will not be repeated.

[ Structure of brake Friction linings ]

Fig. 1 is a front view showing a schematic structure of a brake lining 100 for a railway vehicle according to the present embodiment. FIG. 2 is a sectional view II-II of brake friction lining 100 shown in FIG. 1.

The brake lining 100 is 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 pads 100. The brake disk is fastened to a disk body (e.g., a wheel) fixed to an axle. The brake lining 100 is mounted to the brake caliper so as to face the brake disc. In fig. 1, a brake pad 100 is shown in a position mounted to a brake caliper.

As shown in fig. 1 and 2, the brake friction lining 100 includes a mounting plate 10, a plurality of slide members 20, a plurality of backings 30, and a plurality of elastic members 40.

Referring to FIG. 1, a mounting plate 10 is mounted directly or indirectly to a brake caliper. In the present embodiment, the mounting plate 10 has a substantially rectangular shape when viewed from the front. In a state where the mounting plate 10 is mounted to the caliper, one side edge 11 of the side edges 11, 12 of the mounting plate 10 faces the inner peripheral side of the brake disc, and the other side edge 12 faces the outer peripheral side of the brake disc. Hereinafter, in the brake friction lining 100, the side edge 11 side is sometimes referred to as the inner side or the inner peripheral side in the radial direction, and the side edge 12 side is sometimes referred to as the outer side or the outer peripheral side in the radial direction.

The longitudinal center line CL passes through the middle of the side edges 11 and 12 when viewed from the front of the mounting plate 10. In a state where the mounting plate 10 is attached to the caliper, the longitudinal center line CL extends in the vertical direction. The direction in which the longitudinal center line CL extends is the longitudinal direction of the attachment plate 10, and the direction perpendicular to the longitudinal center line CL is the width direction of the attachment plate 10.

The slide members 20 are each plate-shaped and polygonal in front view. More specifically, the slide members 20 each have a substantially quadrangular shape or a substantially pentagonal shape. The slide member 20 is supported on one surface of the mounting plate. The slide members 20 are arranged in the width direction and the length direction of the mounting plate 10, and form a plurality of width direction rows 21 and a plurality of length direction rows 22. The slide members 20 need not be arranged entirely along the width direction and the length direction of the mounting plate 10, but may be substantially arranged in the width direction and the length direction. In the present embodiment, the sliding members 20 are substantially aligned in the radial direction and the circumferential direction of the brake disk, and a plurality of widthwise rows 21 and a plurality of lengthwise rows 22 are formed. Gaps 23 are provided between the slide members 20 adjacent in the width direction. Gaps 24 are provided between the sliding members 20 adjacent in the longitudinal direction. Therefore, each slide member 20 does not contact other slide members 20.

Each of the widthwise rows 21 is formed of a plurality of sliding members 20 arranged in the widthwise direction. In the present embodiment, 2 sliding members 20 constitute 1 widthwise row 21. Gaps 211 exist between adjacent widthwise rows 21. The gap 211 is formed by connecting the gaps 24 between the slide members 20 adjacent in the longitudinal direction in the width direction. Each gap 211 extends over the entire width of the widthwise row 21. That is, each gap 211 extends without interruption from the inner peripheral end to the outer peripheral end of the plurality of sliding members 20 disposed on the mounting plate 10. In the present embodiment, the clearance 211 extends substantially straight in the radial direction of the brake disk. The gaps 211 are radially arranged from the inner circumferential side to the outer circumferential side.

The longitudinal rows 22 are each constituted by a plurality of slide members 20 arranged in the longitudinal direction. In the present embodiment, 1 longitudinal row 22 is constituted by 5 sliding members 20. Gaps 221 exist between adjacent lengthwise rows 22. The gap 221 is formed by connecting the gaps 23 between the slide members 20 adjacent in the width direction in the longitudinal direction. The gap 221 extends over the entire length of the longitudinal row 22. That is, the gap 221 extends without interruption from the upper end to the lower end of the plurality of slide members 20 disposed on the mounting plate 10. In the present embodiment, the gap 221 extends substantially in a curved manner in the circumferential direction of the brake disk.

The longitudinal rows 22 are respectively constituted by the slide members 20 having the same shape and size. That is, the 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, the sliding members 20, which are substantially rectangular in front view, are arranged in the longitudinal direction. On the outer peripheral side of the attachment plate 10, sliding members 20 having a substantially pentagonal shape in front view are arranged in the longitudinal direction. That is, 2 kinds of the sliding members 20 are used for the brake friction lining 100 of the present embodiment.

Referring to fig. 2, a backing 30 is fixed to the mounting plate 10 side (back side) of the slide member 20. In the present embodiment, 1 backing 30 is fixed for every 2 sliding members. More specifically, the backing 30 is provided corresponding to the width direction row 21 formed by the 2 sliding members 20. The shape and size of the backing 30 are not particularly limited. For example, the backing 30 may have a shape and size substantially the same as the shape and size of the widthwise array 21 when viewed from the front of the brake friction lining 100.

In the example of fig. 2, 2 slide members 20 secured to 1 backing 30 are separate. However, the 2 slide members 20 may be integrated on the backing 30 side. That is, when a plurality of slide members 20 are fixed to 1 backing 30, these slide members 20 can be integrally formed as long as the gap 23 is maintained.

The elastic member 40 is provided corresponding to the slide member 20. That is, the elastic member 40 is provided for each slide member 20. Each elastic member 40 is disposed between the backing 30 fixed to the corresponding slide member 20 and the mounting plate 10. The elastic member 40 is typically a disc spring, but may be a plate spring, a coil spring, or the like. The slide member 20, the backing 30, and the elastic member 40 are attached to the mounting plate 10 by fastening means 50 such as rivets.

Fig. 3 is an enlarged view of a portion of brake friction lining 100 shown in fig. 1. Referring to fig. 3, the gaps 211 between the widthwise columns 21 have a width W1. The width W1 is the distance between adjacent widthwise rows 21. The width W1 is preferably 2.0mm to 5.0 mm.

As described above, the gaps 211 between the widthwise rows 21 are formed continuously by the gaps 24 between the sliding members 20 adjacent in the longitudinal direction. For example, when the adjacent gaps 24 are displaced when viewed from the front of the brake friction lining 100, the width of the gap 211 is partially reduced at the boundary of the gaps 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 width direction.

The gaps 221 between the lengthwise rows 22 have a width W2. The width W2 is the distance between adjacent lengthwise rows 22. The width W2 is preferably 0.3mm to 3.0 mm. The width W2 is smaller than the width W1 of the gap 211 between the widthwise rows 21. The width W1 is, for example, 1.5 times or more the width W2.

As described above, the gaps 221 between the longitudinal rows 22 are formed continuously by the gaps 23 between the slide members 20 adjacent in the width direction. For example, when the adjacent gaps 23 are displaced when viewed from the front of the brake friction lining 100, the width of the gap 221 is partially reduced at the boundary of the gaps 23. In this case, the width of 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.

[ Effect of the embodiment ]

When the brake pad 100 of the present embodiment is attached to a caliper, the longitudinal direction of the attachment plate 10 is substantially the vertical direction. Therefore, the gaps 221 between the longitudinal rows 22 of the slide member 20 extend vertically over the entire length of the longitudinal rows 22. The gaps 211 between the widthwise rows 21 of the slide members 20 extend substantially parallel to the traveling direction of the railway vehicle over the entire length of the widthwise rows 21.

For example, when a railway vehicle provided with the brake lining 100 travels in a snowy area, snow may intrude between the sliding members 20. However, the snow is subjected to wind pressure (fig. 1) accompanying the travel of the railway vehicle, guided rearward through the gap 211, and discharged from between the slide members 20. Therefore, snow hardly stays between the sliding members 20, and the movement of the sliding members 20 is hardly hindered by the snow. Therefore, the following performance of the sliding member 20 to the brake disk can be ensured. This enlarges the contact area between the brake disk and the slide member 20, and thus can prevent a local temperature rise of the brake disk.

Snow that has entered between the sliding members 20 and comes into contact with the sliding members 20 melts and turns into water. The water falls along the gap 221 and is discharged to the outside of the slide member 20. 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, snow is less likely to intrude into the gap 221. Therefore, the flow of water in the gap 221 is not obstructed by the snow, and water can be smoothly discharged from the gap 221. As a result, adhesion of water to the sliding member 20 can be prevented, and the friction coefficient between the brake disk and the sliding member 20 can be maintained.

In the present embodiment, each slide member 20 is elastically supported by the elastic member 40 without contacting other slide members 20. Therefore, each sliding member 20 can follow the brake disk thermally deformed during braking without interfering with other sliding members 20. Therefore, the isostatic pressure of the slide member 20 can be ensured.

As described above, according to the brake pad 100 of the present embodiment, the ability of the slide member 20 to follow the brake disc is less likely to be degraded by snow, and the constant pressure property of the slide member 20 can be ensured. As a result, since local contact between the slide member 20 and the brake disk is unlikely to occur, thermal fatigue damage of the brake disk due to the local contact can be prevented. Further, according to the brake friction lining 100 of the present embodiment, the friction coefficient of the slide member 20 can be prevented from being lowered by adhesion of water. Therefore, the extension of the stopping distance of the railway vehicle at the time of braking can be suppressed.

In the present embodiment, in consideration of the amount of deformation of the brake disk during braking, it is preferable to secure a width W2 of 0.3mm or more in the narrow gap 221 extending in the vertical direction. When the width W2 of the narrow gap 221 is 0.3mm 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. As described above, if the sliding members 20 are arranged at intervals of 0.3mm or more, the sliding members 20 do not normally interfere with each other even if the sliding members 20 follow the deformation of the brake disk.

In the present embodiment, it is preferable to secure a width W1 of 2.0mm or more in the wide gap 211. Considering that the maximum particle diameter of snow entering between the sliding members 20 is about 1.0mm, if the width W1 is set to 2.0mm or more and sufficiently larger than the maximum particle diameter of snow, snow is less likely to stay in the gap 211, and snow can be smoothly discharged from the gap 211.

In the brake friction lining 100 of the present embodiment, the sliding members 20 arranged in the longitudinal direction have the same shape and size. In this case, the number of kinds of the sliding members 20 included in the brake friction lining 100 may be equal to or less than the number of the longitudinal rows 22. That is, the types of the slide members 20 prepared at the time of manufacturing the brake friction lining 100 can be reduced. Therefore, the manufacturing cost and man-hours of the brake friction lining 100 can be reduced.

In the brake friction lining 100 of the present embodiment, the width W1 of the gap 211 between the slide members 20 is preferably set to 5.0mm or less. The width W2 of the gap 221 between the slide members 20 is preferably set to 3.0mm or less. The widths W1, W2 are smaller than the width of the gap between the sliding members of a general brake pad. Therefore, the surface area of the sliding member 20 that contacts the disc brake device is enlarged, and the wear margin of the sliding member 20 can be increased. Therefore, the brake friction lining 100 can have a long life.

While the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present disclosure.

In the above embodiment, the mounting plate 10 has a substantially rectangular shape when viewed from the front. Fig. 4A to 4F are a front view, a back view, a left side view, a right side view, a top view, and a bottom view, respectively, of the brake friction lining 100 having the mounting plate 10 of a substantially rectangular shape. However, the shape of the mounting plate 10 is not limited to this, and may be, for example, a shape curved along the circumferential direction of the brake disk.

In the above embodiment, the gaps 211 between the widthwise rows 21 extend in the radial direction of the brake disk. However, the direction in which the gap 211 extends may be the horizontal direction. The gap 211 does not need to extend completely parallel to the width direction of the mounting plate 10, but may extend substantially in the width direction.

In the above embodiment, the gaps 221 between the longitudinal rows 22 extend in the circumferential direction of the brake disk. 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 need to extend completely parallel to the longitudinal direction of the mounting plate 10, but may extend substantially in the longitudinal direction.

A groove extending in the longitudinal direction of the mounting plate 10 may be formed on the surface of each slide member 20. In order to secure a large surface area of the slide member 20 and improve the life of the brake pad 100, the number of grooves provided in each slide member 20 is preferably 1 or less.

Description of the reference numerals

100: friction lining of brake

10: mounting plate

20: sliding member

21: width direction nematic

211: gap

W1: width of

22: longitudinal nematic phase

221: gap

W2: width of

40: elastic member