JP2016124349A - Metal brake piping - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide metal brake piping that can maintain deformability while having a light weight, high rigidity and a high response speed of a brake as compared with conventional rubber brake hoses so that a control part of an ALB can be installed on a wheel side, has high durability, is recyclable and hardly pollute an environment at the time of disposal.SOLUTION: Brake piping for transmission of hydraulic pressure is arranged on a brake device for decelerating or stopping a vehicle that rotates wheels movable relatively to a vehicle body to travel on a road surface, transmits a hydraulic pressure from hydraulic generation means, which is provided on the vehicle body side, to hydraulic pressing means provided on the wheel side and is used when pressing a friction member arranged on the wheel side against a brake member of the wheel by the hydraulic pressing means to brake the vehicle. The brake piping is made of a metal and is provided in at least a portion in the longitudinal direction with an elastic deformation pipe part formed of an elastically-deformable spring pipe.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an elastically deformable metal brake pipe that is arranged in a brake device that decelerates or stops a vehicle such as a motorcycle or a four-wheeled vehicle and that pumps a working fluid such as brake oil.

For example, a brake device such as a motorcycle, a four-wheeled vehicle, or an aircraft landing wheel (landing gear) traveling on a road surface has a friction member provided on the wheel side and a hydraulic pressure pressing the friction member against a braking member of the wheel. Means, pressure generating means for sending pressure oil to the hydraulic pressure pressing means, and hydraulic pressure transmission means including a brake pipe for transmitting the pressure oil of the pressure generating means to the hydraulic pressure pressing means. Accordingly, the vehicle body is configured to move freely relative to the vehicle body.
Generally, the pressure generating means is fixed to the vehicle body side, and the friction means is provided on the side of the wheel that moves up and down and rotates left and right. Therefore, at least a part of the brake piping (brake piping assembly) has flexibility. It is necessary to make it. For this reason, in the conventional brake pipe, a rubber brake hose is connected to a downstream portion of a metal brake pipe which is a rigid body via a joint (for example, Patent Document 1).
The brake hose has a structure in which a brake fluid resistant rubber tube, a double reinforcing layer woven with tough fibers, a cushioning rubber sheet between the upper and lower reinforcing layers, and a weather resistant cover rubber are sequentially laminated from the inside. . In addition, in order to increase the expansion resistance, a cover rubber with a metal net wound around the outer peripheral surface is also commercially available.

Thus, since the pressure used for the brake is high, the brake hose needs to be designed to withstand this pressure. As a result, the thickness of the brake hose is increased, and the outer circumference of the brake fluid-resistant rubber tube is reinforced by wrapping it twice with tough fibers, or a metal net is wrapped around the cover rubber. It was. This contradicts social demands for energy saving to improve the fuel efficiency of vehicles and aircraft.
In addition, the rubber brake hose is inherently low in rigidity and has a drawback of being swelled by hydraulic pressure. This bulge has an effective pressure when applying a sudden brake to avoid a collision with an obstacle, and there is a time delay until it reaches the friction means, resulting in a longer braking distance and unfortunately an obstacle. There is a risk of collision.

  “ALB (anti-lock brake)”, which prevents dangerous locking of wheels, is widely used as a technique for increasing the braking force during brake operation. ALB detects the situation where the wheel is likely to lock, and automatically reduces the pressure applied to the friction means to create an optimum braking force. However, it is necessary to increase or decrease the pressure at that time in a very short time. Otherwise, the tire is locked in an instant, and the ALB effect cannot be obtained. Further, in order to perform pressure on / off control at a high cycle, expansion of the brake hose becomes an obstacle. Therefore, in many ALBs, the friction means is hydraulically cut off from the rubber hose during control. As a result, the actual situation is that an ALB control unit must be installed on the wheel side, which is an environment in which vibrations from the road surface and water (especially salt water derived from a snow melting agent that runs on the road in winter) are likely to adhere. It is.

Furthermore, rubber brake hoses are inferior in durability and weather resistance compared to metal brake pipes, and must be replaced regularly. As a result, the maintenance cost of the brake device has risen.
Moreover, the used brake hose after replacement | exchange is not reused, and the present condition is the extent which collect | recovers resources as a fuel. Moreover, since harmful gases are generated when the rubber brake hose is incinerated, special technology for completely burning organic substances and investment are required for the incinerator. This is also a problem when disposing of scrap cars, and the vast amount of brake hoses discarded there contradicts social demands that strongly demand recycling of resources.

JP 2011-225054 A

  The present invention has been made in order to solve the above-described problems, and its object is to make the brake response speed faster and lighter and more rigid than conventional rubber brake hoses. Nevertheless, the deformability can be maintained, so that the ALB control unit can be installed on the vehicle body side, and it is highly durable and can be recycled. It is intended to provide.

  The present invention according to claim 1 is a hydraulic pressure generating means arranged on a brake device for decelerating or stopping a vehicle traveling on the road surface by rotating a wheel that can move relative to the fuselage, and provided on the fuselage side. The hydraulic pressure from the wheel is transmitted to the hydraulic pressure pressing means provided on the wheel side, so that the friction member arranged on the wheel side is pressed against the braking member of the wheel by the hydraulic pressure pressing means to brake the vehicle. Brake pipe for hydraulic pressure transmission used at the time, wherein the brake pipe is made of metal and provided with an elastically deformable tube portion made of an elastically deformable spring tube at least in a part of the length direction Regarding brake piping.

  According to a second aspect of the present invention, the spring tube is shaped like a coil and the elastic deformation tube portion is provided.

  According to a third aspect of the present invention, the spring tube is formed in a spiral shape and the elastic deformation tube portion is provided.

  According to a fourth aspect of the present invention, the elastic deformation tube portion is provided by forming the spring tube into a folded shape or a wave shape.

  According to a fifth aspect of the present invention, the elastically deformable tube portion comprises a plurality of partially elastically deformable tube portions provided with the one spring tube as a shape.

  According to a sixth aspect of the present invention, the plurality of partial elastic deformation tube portions are provided by forming a single spring tube in the form of a plurality of coils having different winding directions.

  According to a seventh aspect of the present invention, the plurality of partial elastic deformation tube portions are provided by forming the one spring tube into a plurality of coils having the same winding direction.

  The present invention according to claim 8 has two partial elastic deformation tube portions, and these partial elastic deformation tube portions are formed in two coil shapes in which one of the spring tubes is substantially orthogonal to each other. It is provided with a shape.

  According to a ninth aspect of the present invention, an arm tube that increases the amount of deformation of a spring tube that constitutes the elastic deformation tube portion is provided at an end of the elastic deformation tube portion in communication with the spring tube. It is.

  The present invention according to claim 10 employs any one selected from a two-wheeled vehicle, a four-wheeled vehicle, and an aircraft equipped with a landing gear having the wheel as a vehicle.

  The present invention according to claim 11 is represented by an eye joint as a fluid joint at least one end of the metal brake pipe, and the fluid joint is coupled by a non-dissolvable joining means such as brazing. In this case, one end of the metal brake pipe is inserted into a hole provided on the fluid joint side to determine the relative positional relationship between the two, and at least a part of the combination part of both is mechanically deformed, The quality related to the positional relationship after the brazing process is improved.

Here, as vehicles, various vehicles for running on the road, airplanes equipped with landing gears for takeoff and landing, and the like can be adopted. Examples of the vehicle include a motorized bicycle, a small special vehicle, a normal motorcycle, a large motorcycle, a four-wheel vehicle, and a large special four-wheel vehicle.
For example, when the vehicle is a vehicle, the vehicle body includes a vehicle body or chassis (rolling chassis) of a vehicle, an aircraft body portion (including a bogie with a plurality of wheels), and the like.

Moreover, as a wheel, various tires, such as a radial tire, a bias tire, a tire with a tube, a tubeless tire, are employable, for example. In addition, a crawler may be used.
Furthermore, the kind of brake device will not be limited if it has a brake piping which transmits hydraulic pressure. For example, a disc brake, a drum brake, etc. can be employed.
“Wheels can move relative to the fuselage” as used herein means that the wheel is movable up and down by the suspension based on the fuselage, and if necessary, the wheel can turn (steer) about the kingpin axis. Means that

The hydraulic pressure here means a fluid pressure for operating the brake device, and examples of the working fluid include brake oil. Although the hydraulic pressure acting on the metal brake pipe is arbitrary, the pressure is generally about 50 to 200 kg / cm ² .
As the hydraulic pressure generating means, for example, a master cylinder for pumping brake oil can be employed.
In many cases, the hydraulic pressure generating means has a device for expanding human power with a booster.
As the hydraulic pressure pressing means, for example, a wheel cylinder that moves a piston (pressing element) by supplying and discharging brake oil can be adopted.
The friction member is a main part of the friction means that constitutes a part of the brake device and is provided on the vehicle body side. For example, in the case of a disc brake, it corresponds to a brake pad that sandwiches the brake disc with a brake caliper. In the case of a drum brake, the friction member is a brake shoe pressed against the inside of a cylindrical drum that rotates with the wheel.
Examples of the braking member include a brake disc for a disc brake and a cylindrical drum for a drum brake.

Brake piping is a brake device mounted on a vehicle, which connects the hydraulic pressure generating means on the airframe and the hydraulic pressure pressing means on the wheel side, and transmits the hydraulic pressure generated by the hydraulic pressure generating means to the hydraulic pressure pressing means. It is piping for doing. The metal brake pipe may be a part or all of the brake pipe. However, for example, it is effective to be disposed on a portion that can move relative to the body (such as a vehicle body) or a wheel portion.
The metal brake pipe here is a pipe made of metal over the entire length, and not a rigid metal pipe (conventional brake pipe) but a spring on the whole or a part of its length. An elastically deformable tube portion having a predetermined spring constant made of a tube is provided. Metal brake piping can be used as an alternative to conventional brake hoses, or as a brake piping assembly in which a conventional brake pipe (rigid body) and brake hose (rubber hose) are connected (connected) by a joint. Good.

Examples of the material of the spring tube include SW-C (hard steel), SWP-A (steel for class A piano wire), SWP-B (steel for class B piano wire), SUS304WPB (stainless steel for spring), SWOSC- B (silicon chrome steel oil temper wire steel for springs), SWOSC-V (silicon chrome steel oil temper wire steel for valve springs), SUP9 (Mn-Cr steel hot forming spring material), etc. can be adopted. . Among these, SUS304 type is preferable for the reason of improving corrosion resistance.
The inner diameter of the spring tube is about 1.5 to 4.0 mm. If it is too thin, the oil flow will be poor, and operation will be delayed in the cold in winter. On the other hand, if it is too thick, there is a disadvantage that the weight increases meaninglessly and the stress value of the pressure exerted on the tube wall also increases. A preferable inner diameter of the spring is 2.0 to 3.0 mm. If it is this range, the effect of being flexible as a spring and excellent in space saving will be obtained.
The thickness of the spring tube is approximately 0.4 to 0.7 mm, although it varies depending on the material. If it is thinner than this, it will be easy to tear at the time of molding, or breakage during use will easily occur. On the other hand, if it is thicker than this, it will be strong, but the weight will increase and the practicality will be reduced.

Examples of the shape of the elastically deformable tube portion (spring structure) include a coil shape (a tension coil shape, a compression coil shape, a torsion coil shape), a spiral shape, a zigzag fold shape, a wave shape, and the like. In addition, other shapes are not excluded as long as desired flexibility is obtained.
The number of elastic deformation tube portions formed is arbitrary. For example, you may comprise an elastic deformation pipe part from two or three or more partial elastic deformation pipe parts. The plurality of partially elastically deformable tube portions are not necessarily the same tube, and it is sufficient that the elastically deformable portions are hydraulically connected by an appropriate pipe joint.
The plurality of partial elastic deformation tube portions constituting the elastic deformation tube portion may be formed by forming one spring tube in the shape of two coils having different winding directions. Any of the adjacent ones may be right-handed or left-handed.
The plurality of partial elastic deformation tube portions constituting the elastic deformation tube portion may be formed by forming one spring tube into two coils having the same winding direction.
The elastically deformable tube part may be constituted by two partially elastically deformable tube parts, and these partially elastically deformable tube parts may be formed by forming one spring tube into two coils whose coil axes are substantially orthogonal to each other.
An arm tube that increases the amount of deformation of the spring tube that constitutes the elastic deformation tube portion may be provided at the end of the elastic deformation tube portion in communication with the spring tube. The length of the arm tube is arbitrary.

The spring constant of the elastically deformable tube portion is desirably 5% or less of the suspension spring that supports the wheel. If the spring constant is too strong, the suspension spring will be biased, complicating the vehicle development process. If the spring constant is relatively weak, the wire diameter of the spring can be reduced, which can contribute to weight reduction.
The formation position of the elastic deformation pipe part in the metal brake pipe is arbitrary. For example, in addition to the end part on the airframe side and the end part on the wheel side of the metal brake pipe, an intermediate part in the length direction may be used.

Here, it is proved by calculation that even if hydraulic pressure acts on a metal spring tube, it hardly swells.
For example, when the thickness of the spring tube is 0.5 mm, the hydraulic pressure is 100 kg / cm ² (1 kg / mm ² ), and the inner diameter of the spring tube is 2.5 mm, the force F for tearing the spring tube in the radial direction F Is
F = 2.5 × 1 × 1 = 2.5kg
Since the area S of the thickness of the left and right walls × depth (0.5 × 1 × 2 = 1 mm ² ) can be withstood, the tensile stress σ acting on the intermediate wall is
σ = F / S = 2.5 kg / mm ²
Thereby, it turns out that a spring pipe hardly swells. This is because the Young's modulus of the metal is 18,000 to 21,000 kg / mm ² or higher.

According to the present invention, in the vehicle braking device, the hydraulic pressure generated by the hydraulic pressure generating means on the airframe side is transmitted to the hydraulic pressure pressing means on the wheel side through the metal brake pipe. As a result, the hydraulic pressure pressing means is actuated and the friction member is pressed against the wheel, so that the traveling vehicle is braked.
At this time, an elastically deformable tube part consisting of a spring tube is provided at least in the length direction of the metal brake pipe, so that the brake response speed is faster and lighter than the conventional brake hose. Regardless, it is possible to maintain the deformation flexibility equivalent to the conventional one. Moreover, since the metal brake piping is so small that the expansion of the tube is negligible, the ALB control unit can be installed on the vehicle body side, and it is highly durable and recyclable as a metal material. It is hard to pollute.

1 is a block diagram showing a motorcycle brake device to which a metal brake pipe according to Embodiment 1 of the present invention is applied. FIG. It is a perspective view which shows metal brake piping which concerns on Example 1 of this invention. It is a principal part expanded side view of metal brake piping which concerns on Example 1 of this invention. It is a principal part enlarged plan view of metal brake piping concerning Example 1 of this invention. (A) is a principal part enlarged plan view of the eye joint part of metal brake piping which concerns on Example 1 of this invention. (B) is a principal part expansion longitudinal cross-sectional view of the eye joint part of metal brake piping which concerns on Example 1 of this invention. It is a principal part enlarged plan view which shows another form of metal brake piping which concerns on Example 1 of this invention. (A) is a principal part enlarged front view which shows another form of metal brake piping which concerns on Example 1 of this invention. (B) is a principal part expansion plane which shows another form of metal brake piping which concerns on Example 1 of this invention. (A) is a principal part enlarged front view which shows another form of metal brake piping which concerns on Example 1 of this invention. (B) is a principal part enlarged plane which shows another form of metal brake piping which concerns on Example 1 of this invention. (A) is a principal part expanded side view which shows metal brake piping which concerns on Example 2 of this invention. (B) is a principal part enlarged plan view which shows metal brake piping which concerns on Example 2 of this invention. (C) is a principal part enlarged rear view which shows metal brake piping which concerns on Example 2 of this invention. (A) is a principal part enlarged plan view which shows the state before the chain adjustment of another metal brake piping which concerns on Example 2 of this invention. (B) is a principal part enlarged plan view which shows the short chain adjustment state of another metal brake piping which concerns on Example 2 of this invention. (C) is a principal part enlarged plan view which shows the largest chain adjustment state of another metal brake piping which concerns on Example 2 of this invention. It is an expansion perspective view of another metal brake piping which concerns on Example 2 of this invention. It is a front view of metal brake piping concerning Example 3 of this invention. It is a top view of metal brake piping concerning Example 4 of this invention. It is a principal part expanded side view of another metal brake piping which concerns on Example 4 of this invention. It is a side view which shows another form of another metal brake piping which concerns on Example 4 of this invention. It is a side view which shows metal brake piping which concerns on Example 5 of this invention. It is a side view which shows metal brake piping which concerns on Example 6 of this invention. It is a principal part enlarged front view which shows metal brake piping which concerns on Example 7 of this invention. It is a principal part enlarged front view which shows the elastic deformation state of metal brake piping which concerns on Example 7 of this invention. It is a principal part enlarged front view which shows another form of metal brake piping which concerns on Example 7 of this invention. It is a principal part expanded sectional view which shows the connection structure of the spring pipe and eye joint of metal brake piping which concern on Example 7 of this invention. It is a principal part expanded sectional view which shows another connection structure of the spring pipe and eye joint of metal brake piping which concern on Example 7 of this invention.

Examples of the present invention will be specifically described below.
In FIG. 1, reference numeral 10 denotes a first metal brake pipe according to the first embodiment of the present invention. The first metal brake pipe 10 is a disc brake type provided on a vehicle body (airframe) B of a motorcycle. The brake device 11 is provided.
The brake device 11 includes a hydraulic pressure control unit 12 equipped with an ALB (anti-lock brake), a front wheel brake lever 13, a front wheel master cylinder (hydraulic pressure generating means) 14, and a slave cylinder (fluid of the front wheel caliper 15). 15A, a rear wheel brake pedal 17, a rear wheel master cylinder 18 (hydraulic pressure generating means), and a slave cylinder (hydraulic pressure pressing means) 19A of the rear wheel caliper 19.

The front wheel brake lever 13 and the rear wheel brake pedal 17 are brake operation units. By operating the front wheel brake lever 13, the front wheel master cylinder 14 is operated, and the hydraulic pressure is transmitted to the slave cylinder 15A of the front wheel caliper 15 via the front wheel brake pipe (front wheel brake pipe assembly) B1. As a result, the left and right front wheel brake pads 20A, 20B (friction members) sandwich the front wheel brake disc (braking member) 21, and the front wheels 22 are braked. Further, by operating the rear wheel brake pedal 17, the rear wheel master cylinder 18 is operated, and the hydraulic pressure is a slave of the rear wheel caliper 19 via the rear wheel brake pipe (rear wheel brake pipe assembly) B2. It is transmitted to the cylinder 19A. As a result, the rear wheel brake pads (friction members) 23A and 23B are pressed against the outer peripheral surface of the rear wheel brake disc 24, and the rear wheel 25 is braked. The front wheel 22 and the rear wheel 25 are rubber tires.
In addition, although Example 1 shown in FIG. 1 is a brake system in which the present invention is applied to a motorcycle, it can be applied to a four-wheeled vehicle. However, in the case of four-wheeled vehicles, the handle lever operated by the driver and the brake pedal are not separated, and are configured with a single pedal, and the brake pipe is partly made of a thick, rigid metal pipe. There are differences such as including. But these are not fundamental differences.

Next, with reference to FIGS. 2-8, both brake piping B1, B2 is demonstrated.
As shown in FIG. 1, the front-wheel brake pipe B <b> 1 is composed of a metal pipe provided with flexibility, and the hydraulic pressure from the front-wheel master cylinder 14 attached to the handle portion to the front-wheel caliper 15. It consists of a relatively long pipeline to the control unit 12 and pipe joints at both ends. Similarly, the rear-wheel brake pipe B2 is made of a metal pipe having flexibility, and the rear-wheel brake pedal 17 to the rear-wheel caliper 19 that are operated with feet is relatively It consists of a short pipe and pipe joints at both ends. It is assumed that the pipe and the pipe joint are joined in a state where mechanical strength and liquid tightness are maintained by brazing. Most of the pipe joints use the eye joint 27 shown in FIG. 5 or the flare nut 28 shown in FIG. 11, but these pipe joints are provided for public use and need not be described in detail.

As shown in FIGS. 2 to 4, the first metal brake pipe 10 is made of SUS304WPB, which is a spring stainless steel, and includes an elastically deformable spring pipe S that is elastically deformable at an intermediate portion in the longitudinal direction. The portion 29 is provided and is suitable for the front-wheel brake pipe B1 having a front-wheel suspension that has a large stroke and linear motion. The illustrated spring tube S is a wire rod having an inner diameter of 2 mm and a tube thickness of 0.4 mm, and is integrally molded including the elastic deformation tube portion 29 described above. In this example, an integrally molded product is shown. However, after being divided and molded in the middle, it may be integrated hydraulically through an appropriate pipe joint.
If the radius of curvature is large, the flexibility increases, but interference with other parts becomes a problem. On the other hand, if it is made smaller, the flexibility is lowered, and if it is molded with a too small curvature, the stress is also increased, and when it is extremely severe, cracking occurs and molding failure occurs. The coil diameter of the three examples is 25 mm. The elastically deformable tube portion 29 is composed of first to third partially elastically deformable tube portions 29A to 29C in which one spring tube S is formed into a tension coil spring shape in which the winding directions of adjacent ones are different. The first partial elastic deformation tube portion 29A is left-handed, the second partial elastic deformation tube portion 29B is right-handed, and the third partial elastic deformation tube portion 29C is left-handed. The term “substantially” is used here because the number of turns of the three coils cannot be the same due to space limitations. The partial elastic deformation tube portions 29A to 29C are arranged so as to be displaced in the coil axis direction so as not to interfere with each other even when the spring is contracted.

  In addition, an arm portion a having a predetermined linear length in communication with the spring tube S is integrally formed at the end of each of the partial elastic deformation tube portions 29A to 29C. In the illustrated example, each arm portion a is integrally formed with the spring tube S, and by providing the arm portion a, the amount of deformation of the spring tube S constituting the corresponding partially elastically deformable tube portions 29A to 29C is changed in the stroke direction. Can be increased. This is very important, and when applied to a wheel 50 having a large relative displacement, such as a front wheel 22 of a motorcycle or a landing gear 49 of an aircraft (FIG. 17), less material (in other words, lighter weight). ) Can achieve the purpose. Of the spring tube S, the portion on the master cylinder side from the first partial elastic deformation tube portion 29A and the portion of these spring tubes S have a moment that generates as little force as possible in the vertical direction as they expand and contract in the vertical direction. As shown in FIG. 3, the second partial elastic deformation tube portion 29B is bent in the direction of the second partial elastic deformation tube portion 29B and bent so that both ends are as straight as possible. reference).

As described above, the first metal brake pipe B1 is provided with the elastic deformation pipe portion 29 in the intermediate portion, but is light in weight because it uses a material that is much higher in strength and rigidity than the conventional rubber. This will contribute to improving the fuel efficiency of motorcycles. In addition, because of the far lower expansibility compared with conventional rubber, the response speed of the brake is fast, and the effect of suppressing the accident occurrence rate can be expected. Despite being able to reduce the incidence of accidents, it is possible to maintain the same deformability as before. Therefore, the flexibility exhibited by the elastic deformation tube portion 29 can ensure the same flexibility as that of a conventional rubber brake hose, and does not hinder the relative movement between the wheels 22 and 25 and the vehicle body B. Furthermore, since the first metal brake pipe 10 having high rigidity is not accompanied by a delay in response to the operation of the ALB, the performance is not hindered even if the location of the ALB is determined at a location far from the wheel. The degree of freedom can be remarkably increased, and it can be designed in a place where there is little influence of water, mud, or antifreezing agent (mostly salt), and the effect of extending the life of the originally delicate ALB can be expected.
In addition, it has higher durability (longer life) and corrosion resistance and recyclability as a metal material than rubber ones, and is less likely to pollute the environment during disposal. Therefore, the manufacturing cost and the maintenance cost can be reduced and the maintenance time can be shortened as compared with a conventional rubber brake hose which is a composite material and has a high replacement frequency. Moreover, since what consists of each partial elastic deformation pipe part 29A-29C was employ | adopted as the elastic deformation pipe part 29, a big stroke can be obtained in the length direction.

  The point of the present invention is that a thin hollow metal spring tube S is used instead of the conventional rubber brake hose. Specifically, in a vehicle having wheels that can travel on land and a hydraulic brake device (brake device) thereof, between the hydraulic brake device and a hydraulic pressure generating means that generates a braking force in the hydraulic brake device. The pipe that transmits the hydraulic pressure via the pipe is composed of a metal pipe, and the metal pipe is allowed to be deformed due to the relative movement that occurs between the wheel and the hydraulic pressure generating means. In addition to being molded into a shape that is less than stress, it is to give corrosion resistance that can withstand the possibility of corrosion and the like. Thereby, brake piping which does not use a rubber material can be constructed. As the relative motion here, for example, a linear motion or a reciprocating rotational motion around a specific point can be adopted. In the case where the relative motion is a linear motion, the pipe line is designed to have a shape with low rigidity that allows the relative motion and stress below the fatigue limit. In the case where the relative motion is a reciprocating rotational motion centered on a specific point, the metal pipe is designed so as to have a stress below the fatigue limit while allowing the relative motion in a manner that bypasses the specific point. .

The flexibility of the spring tube S can be increased by easily deforming in the direction of the applied external force and, if necessary, expanding the deformation with an arm portion (lever) a (see FIG. 2). That is, it is configured such that many pipe materials are arranged in a portion where stress due to external force is high. If it does so, many materials will disperse | distribute the stress, and a stress will become low as a result. Specifically, by increasing the number of turns of the coil at the part, it is possible to increase the total deformation amount while reducing the stress.
There are two types of material stress, shear stress and bending stress. For example, a tensile spring and a compression spring are known as shear stress occupying most of the stress. The stress of these two typical springs becomes the maximum at a portion farthest from the coil center. Therefore, a large deformation can be obtained in the coil central axis direction by forming as many portions of the pipe material as possible in a coil shape and making the coil diameter uniform.

  In addition, a torsion spring is known as one in which bending stress occupies most of the stress. The part where the bending stress of the spring is high is a part formed in a coil shape. Therefore, if a large deformation is to be obtained with a small number of pipes, the coil may be wound as many times as possible with a uniform coil diameter. It is better to arrange as few pipes as possible on the arm part a for enlarging this displacement. Increasing the length of the arm part a increases the stress generated in the coil part and improves the stress burden ratio of the coil part. As a result, it is generated in the coil part in combination with the increased number of turns. The stress will decrease. The principle that forms the basis of this design concept can be understood from the fact that it is not a force but a displacement that acts on the coil portion. That is, the design concept of a normal spring is “to counter external force”, while the design concept of this time is “to counter external displacement”.

  In order to greatly deform the first metal brake pipe 10 in the direction of the applied external force, there are a method of forming the spring tube S into a coil shape and a method of forming it into a wave shape. The design technology that dominates these is “beam deflection” in material mechanics. In particular, a design formula for forming a coil is already known. According to known design formulas, the greater the number of turns and the larger the coil center diameter, the greater the flexibility (compliance performance) of the coil. In other words, it is determined whether the first metal brake pipe 10 that is sufficiently flexible can be designed depending on how the pipe having a required length is compactly formed. There are basically two methods for forming a coil. Either an external force is applied in the direction of the coil central axis or an external force moment is applied in the direction of the coil central axis. In addition, there are cases where the coil diameter is fixed, while there are types that increase along the axis, and types in which the diameter swells in the middle, such as a lantern type, but they are appropriate depending on the size and shape of the space to be mounted. It should be chosen and is not the basis of the present invention. The ultimate form of changing the coil diameter is a spiral-type mosquito coil. A feature of this spiral type is that it can be applied to a place where the thickness is thin and the mounting place is flat, and it can be used even in a narrow wheel house or the like.

  Moreover, in order to enlarge deformation, there is a known means called an arm part a. However, if this is provided separately, there are disadvantages such as an increase in the cost required for coupling, an increase in the rate of occurrence of oil leaks associated therewith, and an offsetting effect of weight reduction due to an increase in weight. Therefore, the arm part a is provided by the spring tube S itself. This eliminates the need for light weight and a means for coupling with the arm part a, reduces the cost, and provides reliability. In this arm part a, the bending stress distribution becomes zero at the power point and increases with the distance from the power point. Therefore, the average value of stress is calculated at the midpoint of the arm part a. On the other hand, the maximum value of stress occurs at the coil site. It can be seen that the efficiency of the arm portion a when increasing the deformation is not so good, and therefore, a lot of pipe material should not be arranged here.

  FIG. 4 is a view for explaining how to wind the elastic deformation tube portion 29. In FIG. 4, if the partial elastic deformation tube portion 29A is molded in a left-handed manner, the molded portion is arranged on the front side in the drawing. If the next partial elastic deformation tube portion 29B is not wound clockwise, the already wound partial elastic deformation tube portion 29A cannot be wound. Furthermore, the lower partial elastic deformation tube portion 29C must be left-handed for the same reason. The winding direction can be changed in any way, but it takes time from the viewpoint of production efficiency. Therefore, as shown in FIG. 6, instead of the first metal brake pipe 10, a second metal brake in which one spring pipe S is shaped like three left-handed coils having the same winding direction. You may employ | adopt piping 10A. In order to make the winding directions of the three partial elastic deformation pipe portions 29A to 29C the same, the second metal brake pipe 10A has a pair of arm portions a communicating with both ends of the second partial elastic deformation pipe portion 29B. Crossed. The second metal brake pipe 10A has the same coil winding direction of the three partial elastic deformation pipe portions 29A to 29C, so that the production efficiency of the metal brake pipe having a large stroke in the length direction is increased. .

  Further, as shown in FIGS. 7A and 7B, instead of the first and second metal brake pipes 10 and 10A, as another metal brake pipe having a large stroke in the length direction, 1 The third metal brake pipe 10B having only two perfect circular tension coil spring-like elastic deformation pipe portions 30 may be employed. As described above, since the single circular coil-shaped elastic deformation pipe portion 30 is adopted, the manufacturing becomes easier than the second metal brake pipe 10A and the stress is uniform. Durable and lightweight. Further, even when the coil is extended, it is deformed only in the substantially coil axis direction.

  Furthermore, as shown in FIGS. 8A and 8B, another metal brake pipe having a large stroke in the length direction instead of the first to third metal brake pipes 10, 10A, 10B. As an alternative, the fourth metal brake pipe 10 </ b> C having only one elliptical coil spring-like elastic deformation pipe portion 31 may be employed. As the manufacturing method, for example, a method of crushing the entire length of the third metal brake pipe 10B in the diametrical direction by a press machine over the entire length thereof can be employed. Moreover, according to the piping environment of the 4th metal brake piping 10C in the brake device 11, only the part of the length direction of the 3rd metal brake piping 10B was crushed in the diameter direction with the press machine. Good.

Next, a fifth metal brake pipe according to Embodiment 2 of the present invention will be described with reference to FIGS.
As shown in FIGS. 9A to 9C, the fifth metal brake pipe 10D is characterized in that it is applied to a brake device 11 for a rear wheel of a two-wheeled vehicle. That is, the swing arm (airframe) 32 is supported by the main frame of the motorcycle so as to be rotatable about the pivot point P, and the rear wheel 25 (see FIG. 1) is pivotally supported at the opposite end of the pivot point P. In the case where the metal brake pipe is arranged along the upper edge surface, the fifth metal brake pipe 10D of the second embodiment having one torsion coil spring-like elastic deformation pipe portion 33 is employed.

  In the fifth metal brake pipe 10 </ b> D, the coil portion of the elastic deformation pipe portion 33 is arranged at the end of the swing arm 32 on the main frame side. The arm portion a1 of one spring tube S extending from one end portion of the elastic deformation tube portion 33 is hydraulically connected to the rear wheel master cylinder 18 (see FIG. 1) whose tip is fixed to the main frame side. At the same time, the end of the arm part a2 of the spring tube S extending along the upper edge surface of the swing arm 32 is hydraulically connected to the rear wheel hydraulic pressure control unit 12 (see FIG. 1). It shall be. Here, it is ideal that the coil center of the elastically deformable tube portion 33 coincides with the pivot point P. However, since this is not possible in practice, it is desirable to place the coil as close to the pivot point P as possible. In this embodiment, an example in which pebbles and muddy water from the ground are assumed to fly is shown on the upper surface of the swing arm 32. In a wheel that reciprocally rotates around the pivot point P, such as the rear wheel 25, the swing arm 32 itself is a displacement magnifying mechanism. Therefore, the swinging motion of the swing arm 32 is small, and the elastic deformation pipe portion 33 is Since the required variation angle can be small, the number of turns may be small. Therefore, it can be said that the fifth metal brake pipe 10 </ b> D having such a structure is a good example of an optimum form for a wheel suspended by the swing arm 32.

  Next, another utility of the second embodiment will be described with reference to FIGS. 10 (a) to 10 (c) and FIG. The most common driving method for motorcycles is a driving force transmission system using a driving chain. The advantage of this method is that it is inexpensive and lightweight, and it is widely used although it has the drawback of “extending the drive chain” compared to the shaft drive method. A method of dealing with the drawback of extending in the course of use is a method in which the slack of the drive chain is eliminated by lowering the rear wheel 25 by the amount corresponding to the extension. In order to eliminate slack, there is a mechanism called a chain tensioner that drags the tires backward, and the rear wheel 25 can be finely adjusted backward with respect to the vehicle body each time it is adjusted by this mechanism, but it is not the essence of the invention. Description is omitted.

In FIGS. 10A to 10C and FIG. 11, the rear wheel 25 (see FIG. 1) is lowered rearward (downward in the drawing) according to the travel distance by the chain tensioner. How the elastic deformation tube portion 33 is deformed is shown by a view from above. 10A shows a state immediately after shipment from the factory, FIG. 10B shows a state at the time of optimal adjustment when traveling to some extent, and FIG. 10C shows a state immediately before chain replacement. The elastic deformation tube portion 33 is also deformed according to each case, but it can be understood that the deformation is not so large as to inhibit the follow-up motion accompanying the pivot motion. FIG. 11 shows an example in which a specific metal pipe is replaced with a flare nut 28 instead of the eye joint 27.
Since the adjustment of the drive chain is once every several thousand km, there is almost no change in the bending fatigue of the elastically deformable tube portion 33. That is, only the initial stress acts on the elastic deformation pipe portion 33, and the repeated stress is not affected.

Next, a seventh metal brake pipe according to Embodiment 3 of the present invention will be described with reference to FIG.
As shown in FIG. 12, the feature of the seventh metal brake pipe 10F according to the third embodiment is that it is arranged in a four-wheeled vehicle, so that the length of the brake pipe is much longer than that of a two-wheeled vehicle. It is done. If this length is designed entirely with rubber piping, the disadvantage of rubber piping becomes more and more remarkable. Therefore, practically, almost all of the piping on the vehicle body side is made of metal piping, which is also arranged at the lower part of the floor along the floor that is difficult to see. It is expected to be strong enough not to be shocked even if it comes into contact, and now it is standard to use thick and thick pipes. Rubber pipes for absorbing the relative movement of the wheels with respect to the body are therefore employed only in places close to the wheels in the case of four-wheeled vehicles, and their length is generally short. Even when the rubber pipe is replaced with the metal pipe according to the present invention, it is not possible to eliminate the traveling on the rough road. Therefore, in reality, a design philosophy of replacing the rubber pipe completely is necessary. That is, the pipe between the master cylinder and the slave cylinder is a composite pipe of the conventional metal pipe and the metal brake pipe according to the present invention, and both are appropriately joined by the fluid joint.

As shown in FIG. 12, the seventh metal brake pipe 10F is applied to a rear wheel brake device 11A for a four-wheeled vehicle. Among the four-wheeled vehicles, a torsion bar and a trailing arm type are used. It constitutes a part of the rear wheel brake pipe B21 suspended by the suspension.
The rear wheel 25A is supported at one end of the torsion bar so as to be swingable around a pivot point on the vehicle body side, and a tip end portion on the side opposite to the pivot point of the trailing arm T disposed in the traveling direction of the vehicle body. There is a rear wheel 25A that is supported by the rear wheel 25A, a brake disc 39 that rotates together with the rear wheel 25A, a brake pad (not shown) provided to stop its rotation, and a brake pad that is arranged to press the brake pad against the disc. A brake piston 38 is provided. In order to supply pressure oil to this piston, a pipe 26A for transmitting pressure oil from a master cylinder (not shown) and a metal according to the invention hydraulically connected to the pipe 26A via an appropriate eye joint 27 The other end of the pipe 40 is connected to the slave cylinder 37. The rear wheel 25 </ b> A is housed in a rear wheel wheel house (airframe side) 36. The elastic deformation pipe part 40 according to the present invention is formed as a torsion spring having two arm parts a, and the coil part of the metal pipe 40 is arranged as close to the rotating shaft of the wheel as possible. . The reason why such a place was selected is that, when the non-slip chain is attached, there is no interference with the chain.

First, when the brake pedal is depressed, the force is increased by a brake booster (not shown) and transmitted to a master cylinder (not shown). Thereafter, the pressure created by the master-linda is guided to the slave cylinder 37 via the pipe 26A and the metal pipe 40 according to the present invention, and brakes the four-wheeled vehicle. The vertical movement of the wheel is absorbed by the metal pipe 40 of the present invention, and the braking force can be exerted as in the conventional case.
The rear wheel 25A is slightly moved in the front / rear and left / right directions in response to an impact from the road surface, but the torsion coil spring-like elastic deformation tube portion 40 is elastically deformed against this impact.
Other configurations, operations, and effects are in a range that can be estimated from the first and second embodiments, and thus description thereof is omitted.

Next, with reference to FIGS. 13-15, the 8th metal brake piping which concerns on Example 4 of this invention is demonstrated.
As shown in FIG. 13, the feature of the eighth metal brake pipe 10G is that it is applied to a front wheel brake device 11B of a four-wheeled vehicle.
The front wheel 22A is a rubber tire having a steering motion of a four-wheeled vehicle and a vertical motion as a suspension. Although not shown, the front wheels 22A are steered by increasing the rotation of the steering wheel by a rack and pinion mechanism.

In the front wheel brake device 11B, the operating force of the brake pedal is increased by the booster device and transmitted to the master cylinder, pressurizing the brake oil, and the pressure is applied to the slave cylinder 41 of the front wheel 22A via the front wheel brake pipe B11. Led. As a result, the front wheel brake pad 42 is pressed against the outer peripheral surface of the front wheel brake disc 43 to generate a braking force.
In the eighth metal brake pipe 10G, the elastically deformable tube portion 44 is constituted by two partially elastically deformable tube portions 45 and 46, and these partially elastically deformable tube portions 45 and 46 connect one spring tube S to each other. It is shaped like two torsion springs whose coil axes are generally orthogonal. Specifically, the coil center line is set in the vehicle width direction, the partial elastic deformation pipe portion 45 allowing the relative movement in the vertical direction of the front wheel 22A, and the coil center line is set in the vertical direction, and the front wheel 22A A partially elastic deformation pipe portion 46 that allows relative motion in the steered direction is integrally formed. These partial elastic deformation pipe portions 45 and 46 are provided with an arm portion a for expanding the displacement, and are made of metal which is prepared on the vehicle body side upstream of the tip of the arm portion a and is hydraulically connected to the master cylinder. The pipe 26A is connected via an eye joint (fluid joint) 27, and at the same time, connected to the piston chamber of the slave cylinder 41 downstream. These partially elastically deformable pipe portions 45 and 46 are preferably installed in a place where they do not interfere with the front wheel 22A moving around in the tire house 36A and where it is difficult to encounter obstacles (for example, vegetation and snow) on the road. In addition, it must also be a place that does not touch the tire chain used in winter.

Further, the functions of the partially elastically deformable tube portions 45 and 46 may be reversed. FIG. 14 shows an example in which the coil center line of the partially elastically deformable tube part 46 is arranged horizontally and substantially vertically, and the coil centerline of the partially elastically deformable tube part 46 is horizontally arranged. How to arrange the direction of the coil center line is a layout problem determined by a given space. In particular, where the eye joint (terminal position) 27 of the metal pipe on the vehicle body side is located is a major factor that determines the layout. The example of FIGS. 13 and 14 is an example in which the terminal position is in front of the front wheel 22A. However, when the terminal position is supplied from behind the front wheel 22A, for example, as shown in FIG. The ninth metal brake pipe 10H having the layout of FIG. In any case, the point that must be protected is that it does not interfere with the rotating front wheel 22A including the drive chain, and that it is not easily disturbed by vegetation or snow on a rough road. The meaning of “substantially orthogonal” here will be described. First, since the front wheel 22A is always provided with a caster angle, two relative motions that are not orthogonal in principle are targets, and the elastic deformation tube portion 44 has a large response force to the relative motion in the target direction. However, it has already been described in the explanation column of FIG. 10 that the relative motion in the other direction also has “a certain degree” of corresponding force. This is because, for the sake of layout, the object can be achieved even if the intersecting angle between the two coil central axes is not an angle that accurately considers only the caster angle.
Since the positions of the two coil central axes are configured in this way, the eighth metal brake pipe 10G and the ninth metal brake pipe 10H are both for the steering movement of the front wheel 22A of the four-wheeled vehicle and the vertical movement of the suspension. It can correspond to.

Next, a tenth metal brake pipe applied to a front wheel brake device for a four-wheel vehicle according to Embodiment 5 of the present invention will be described with reference to FIG.
The elastically deformable tube portion disclosed herein can have the functions of a plurality of coils at the same time while being a single coil, and is also effective when the mounting location is flat and has a flat spread. It is a metal brake pipe including an elastically deformable pipe part of a completely different concept.

  As shown in FIG. 16, the tenth metal brake pipe 10I is characterized by adopting an elastically deformable tube portion 47 provided with a spring tube S shaped like a spiral spring as an elastically deformable tube portion. This is the point that the steering and the vertical movement of 22A are made to correspond by only one elastic deformation pipe portion 47. In the first place, when viewed from the outside, the wheel house is generally visible as a narrow space by the front fender 36A, but there is a wide space behind the front fender 36A. Moreover, since it is far away from the road surface, it is also a place where various objects that will fly from the road surface are difficult to reach. This space is generally narrow because the springs and shock absorbers of the suspension device are in the vertical direction and support the wheels.

  The spiral spring-like elastic deformation tube portion 47 has a spiral center disposed in the vicinity of a vertical line passing through the wheel center of the front fender 36A in a side view, and the outer peripheral portion where the stress increases is dense and the inner periphery is low in stress. It is molded into a shape reminiscent of a mosquito-repelling incense, with the part (central part) wrapped roughly. Compared with what has been disclosed so far, the radius of the coil can be made larger, so that it is possible to design the elastically deformable tube portion 47 having lower rigidity (in other words, higher flexibility). For example, in FIG. 16, when the front wheel 22A moves up and down, the spiral coil can expand and contract the radial diameter to absorb the displacement. As shown in this figure, when a vertical arm part a connected to the slave cylinder 41 is set, the arm part a has a stronger role of simply giving a relative movement in the vertical direction than the function of expanding the displacement. Since the stress applied to the arm part a is substantially uniform throughout the arm part, the material is used more efficiently than the conventional arm part a. A spiral arm-like elastic deformation tube portion 47 is integrally formed with an end portion on the inner winding side in a state of being connected to the horizontal arm portion a. The distal end of the horizontal arm portion a is connected to a substantially rigid pipe (brake pipe) 26A, with the distal end fixed to the upper portion in the traveling direction of the front fender 36A via an appropriate eye joint (fluid joint) 27. Communicate. Further, the relative movement around the caster shaft caused by turning can be easily absorbed by twisting the coil portion.

Further, a middle portion of the horizontal arm portion a is flexibly clamped by a rubber clamp member 48 fixed to an upper portion of an intermediate portion of the front fender 36A in the vehicle length direction. Thereby, the effect that two different relative movements can be dealt with by one elastic deformation pipe part 47 is acquired. In this example, the example in which the direction of the spiral is spread in the counterclockwise direction is shown. However, if it is changed so as to spread in the clockwise direction, it is easy even for a vehicle type in which the position of the slave cylinder 41 is behind the front wheel 22A. Applicable to.
Other configurations, operations, and effects are in a range that can be estimated from the fourth embodiment, and thus description thereof is omitted.

Next, an eleventh metal brake pipe according to Embodiment 6 of the present invention will be described with reference to FIG.
As shown in FIG. 17, the eleventh metal brake pipe 10J is characterized in that it is applied to a landing gear (airframe) 49 for taking off and landing of an aircraft.
The landing gear 49 includes a plurality of take-off and landing wheels 50, a suspension (not shown) that absorbs impact during take-off and landing, a retracting device, a torque ring, and an eleventh metal brake pipe 10J. 11C and a bogie bogie 51 on which 11C is mounted.
In the take-off and landing brake device 11C, the master cylinder (hydraulic pressure generating means) 52 disposed in the bogie bogie 51 is operated by operating a brake lever provided in the cockpit, and the pressure of the brake oil is increased. Is transmitted to the takeoff and landing brake piston 53 via the takeoff and landing brake pipe B3. As a result, the take-off / landing brake pads are pressed against the outer peripheral surface of the take-off / landing brake disk on each wheel side.

The eleventh metal brake pipe 10J has a single round and long tension / compression type coil spring-like elastic deformation pipe portion 54 curved in an inverted U shape. The arm part a is integrally formed at both ends. One end portion of the elastic deformation tube portion 54 is communicated with the master cylinder 52 via one arm portion a and the eye joint 27, and the other end portion of the elastic deformation tube portion 54 is connected to the other arm portion a and the eye joint 27. And a brake piston 53 for take-off and landing.
At the time of landing, the bogie 51 is approaching the runway while being inclined in the clockwise direction, and at the same time as landing, it rotates counterclockwise and moves to the illustrated position. This large rotational motion is absorbed by the elastic deformation tube portion 54. Even during the run, the bogie 51 repeats fine swinging due to fine irregularities on the road surface. At the time of take-off, since the opposite movement is performed, a large rotational movement is absorbed by the elastic deformation pipe portion 54 as well.
If the master cylinder 52 is placed not on the bogie bogie side but on the upper body side, a large rotational movement is caused, and the elastic deformation pipe portion 54 is accompanied by shock absorption by the suspension in addition to the above movement. Since the vertical movement of each wheel 50 is also added, the movement to be processed by the elastic deformation pipe portion 54 becomes a larger movement.
Since other configurations, operations, and effects are in a range that can be estimated from the first embodiment, the description thereof is omitted.
In the case of an aircraft, the front wheels (in the industry terminology referred to as nose gear) usually do not have a brake, and therefore only apply to the rear wheels.

Next, a twelfth metal brake pipe according to Embodiment 7 of the present invention will be described with reference to FIGS.
As shown in FIG. 18, the twelfth metal brake pipe 10K is characterized in that it is arranged in a storage space for an extremely narrow brake pipe of a motorcycle or a four-wheeled vehicle. This is the point where the pipe S is provided in a zigzag shape. A continuous direction of zigzag folding is a vertical direction, and a pair of arm portions a are integrally formed at both ends of the elastically deformable tube portion 57. Further, the elastically deformable tube portion 57 that is folded in a zigzag shape is basically a straight flat type that is vertical when viewed from the side, but may be a curved type that is curved in an arc when viewed from the side.

Thus, since the twelfth metal brake pipe 10K has the zigzag-shaped elastic deformation pipe portion 57, it can be disposed in a narrow space without hindrance, and a wide range of design freedom of the wire can be obtained. It is done. Moreover, the elastic deformation tube portion 57 has three types of expansion and contraction in the continuous direction of zigzag folding, relative movement in which the lower portion is fixed and the upper portion is lifted and pushed down in this figure, and the fan-shaped bend shown in FIG. Elastic deformation can be allowed.
As shown in FIG. 20, instead of the twelfth metal brake pipe 10K, a thirteenth metal brake pipe 10L having a special zigzag-shaped elastic deformation pipe portion 58 may be adopted. The special zigzag fold shape referred to here is a “splash” in which one spring tube S is stepped in a continuous direction of zigzag folding, and five arcs of about 270 ° continue. Thereby, the softness | flexibility of a zigzag folding part increases compared with the elastic deformation pipe part 57 of 10th metal brake piping 10K.
Since other configurations, operations, and effects are in a range that can be estimated from the first and second embodiments, the description thereof is omitted.

By the way, in order to avoid interference with other vehicle parts, the metal brake pipe 10 must have a predetermined pipe portion located at a predetermined position in the space. When used in the above, the spring pipe S and the eye joint 27 constituting the metal brake pipe 10 must be welded (brazed) so that their relative positions are in a specific positional relationship. For this purpose, it is necessary to manage at least two positional relationships in terms of quality. One is the “insertion depth” of the spring tube (pipe) S with respect to the hole to be coupled, and further is the “angle of rotation” between the eye joint 27 and the spring tube S. Only when the two can be managed, the above interference problem can be managed industrially.
A method for determining the relative positional relationship simply and reliably is disclosed.
In the first method, as shown in FIG. 21, the spring tube S is inserted into the eye joint 27, and a metal body protruding in a radial shape is pressed from the outside to an appropriate position of the pipe insertion portion. This is a temporary fixing method so that it cannot be physically rotated and moved in the axial direction. When the eye joint 27 is thick, it may be thinned slightly as shown in the figure. Then, if it sends to a welding process, the positional relationship decided also at the time of welding will be hold | maintained and it will be fixed by welding.
The second method is a method in which the spring tube S is inserted into the eye joint 27 and then bent as shown in FIG. 22 by applying an external force to the insertion portion. Also by this method, it is possible to prevent the positional relationship between the two in the welding process from being shifted, and mass production of highly reliable and reliable metal pipes becomes possible. Both methods are simple and reliable, and do not require extensive equipment.

  In the metal brake pipe of the present invention, at least one end of the metal brake pipe is represented by an eye joint as a fluid joint, and the fluid joint is coupled by a non-disassembling joining means such as brazing. When inserting one end of the metal brake pipe into the hole provided on the fluid joint side to determine the relative positional relationship between them, and mechanically deforming at least a part of the combination of both, Quality related to the positional relationship after the subsequent brazing step can be improved.

  The metal brake pipe of the present invention is a technique useful as a brake pipe for pumping working fluid such as brake oil, which is disposed in a brake device that decelerates or stops a vehicle. In addition to motorcycles and four-wheeled vehicles, It is useful for braking devices such as airplanes.

10, 10A to 10L Metal brake piping 11 Brake device 11A Rear wheel brake device 11B Front wheel brake device 11C Takeoff and landing brake device 14 Front wheel master cylinder (hydraulic pressure generating means)
15A Slave cylinder (hydraulic pressure pressing means)
18 Rear wheel master cylinder (hydraulic pressure generating means)
19A Slave cylinder (hydraulic pressure means)
22, 22A Front wheel 25, 25A Rear wheel 29, 30, 31, 33, 40, 44, 47, 54, 57, 58 Elastic deformation pipe part 29A, 29B, 29C, 45, 46 Partial elastic deformation pipe part 49 Landing gear 50 Wheels B1, B11 Brake piping for front wheels B2, B21 Brake piping for rear wheels B3 Brake piping for takeoff and landing

Claims (11)

The hydraulic pressure from the hydraulic pressure generating means provided on the vehicle body side is arranged on a brake device that decelerates or stops the vehicle traveling on the road surface by rotating a wheel that can move relative to the vehicle body. By transmitting to the hydraulic pressure means provided, the hydraulic pressure transmission means is used for braking the vehicle by pressing the friction member disposed on the wheel side against the braking member of the wheel. Brake piping,
The brake pipe is made of metal, and is provided with an elastic deformation pipe portion made of an elastically deformable spring pipe at least in a part of the length direction.   2. The metal brake pipe according to claim 1, wherein the elastic deformation pipe portion is provided by forming the spring pipe in a coil shape. 3.   The metal brake pipe according to claim 1, wherein the elastic deformation pipe portion is provided by forming the spring pipe in a spiral shape.   2. The metal brake pipe according to claim 1, wherein the elastic deformation pipe portion is provided by forming the spring pipe in a zigzag or wave shape.   The said elastic deformation pipe | tube part consists of the some partial elastic deformation pipe | tube part provided by shaping the said one spring pipe | tube, The any one among Claims 1-4 characterized by the above-mentioned. Metal brake piping.   The metal brake pipe according to claim 5, wherein the plurality of partial elastic deformation pipe portions are formed by forming a single spring pipe into a plurality of coils having different winding directions. .   6. The metal brake according to claim 5, wherein the plurality of partial elastic deformation tube portions are provided by forming one spring tube into a plurality of coils having the same winding direction. Plumbing.   There are two partial elastic deformation tube portions, and these partial elastic deformation tube portions are provided by forming one spring tube into two coils whose coil axes are substantially orthogonal to each other. The metal brake pipe according to claim 5.   The end portion of the elastic deformation tube portion is provided with an arm tube for increasing the deformation amount of the spring tube constituting the elastic deformation tube portion in a state of communication with the spring tube. Item 9. The metal brake pipe according to any one of Items 8 above.   10. The vehicle according to claim 1, wherein the vehicle is one selected from a two-wheeled vehicle, a four-wheeled vehicle, and an aircraft on which a landing gear having the wheel is mounted. Metal brake piping.   When the fluid joint to be joined to at least one of both ends of the metal brake pipe is an eye joint, and the joining method is joined by a non-decomposable method typified by brazing, the two are joined before joining. The metal brake pipe according to any one of claims 1 to 10, wherein both are mechanically deformed and then joined so that the relative positional relationship between the two can be maintained in an assembled state.

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