>1560 &、發明說明·· 【發明所屬之技術領域】 本發明是制於-種油管裝置，特別是指 車油管裝置。 【先前技術】 如圖1所示，習知機車煞車油管裝置2是設於一機車 前輪轉向裝置丨上，用以傳送油液。 、认車 4人乂 從 4機車前輪轉向裝置1 一别輪11、二設於該前輪11兩側之避震器12、二分別 —妾《震器’ 12並設於該避震器12後方之碟敏單元13、 ―:該二避震器12之間的三角台14(業者常稱為腕㈣ 該前輪11與三角纟14之間的擔泥板15(Fender)、 把棘12與三角台14而可控制行進方向的手 把轉向采16，及一剎車控制單元17。 面且煞車油f裝置2包含1設於該三角台Μ前端 21 2 4的連料本體21、分職設於該連通管本體 以兩相反端之-三通接頭22與：通接頭〜 通接頭22並朝向上方之楚,,.Β 〇 迷接及一 22 接頭24、—連接該三通接頭 並朝向下方之第二接頭25、—連接該二通接頭Μ並朝 。下方之弟三接頭26、_連通該剎車控 頭24之第一油管241、一 ”第接 ^ 、 連、μ弟一接頭25與該碟煞單元 _之弟-—油管25卜及一連通該第三接頭％與另一碟煞單 2 13、之第三油1 261。當㈣該刹車控制單S 17時，則管 的油液會自該第一油管241，經該連通管本體2丨、三通 頭22與二通接頭23，而分別流向該第二油管25!與第三 l26l5g〇 用以煞止該前輪11 油管261 ’再輸入該二碟煞單元13中， 然而攸上述的5兄明可知，習知機車煞車油管裝置2 ::際操作或是組裝上，顯然針對下列幾點問 加以 考慮： 一、 油管容易被拉扯與擠壓：由 配置在該三角…朝前方的前=連通管本體11是 向架叫容易使該第-油:當轉動該_ — 241被拉扯與擠壓，而影響 邊弟一油管241的使用，甚至是 。 子双Θ弟一油管241損壞 二、 油管較難配置：由於該機車煞車油管裝置2之連 通官本體21與該前輪u之間可用於配 二 251、261的範圍本已不大 ―油^ 系拉泥板丨5亦需設於此空間 ，再加上该機車煞車油管裝置 一^办 的、会口構較為複雜且使用 :件較夕’致使佔用體積較大而大幅縮小此部分可 範圍，顯得非常難以配置該第二衫251與第三油管加。、 就因為如此，薇商需增長該第二、三油管25i、26i的長声 ’相對地也提高了生產成本。 又 Η如圖2所示’另—習知機車煞車油管裝置2,同樣是設 置在该機車前輪轉向裝置丨之三 一用口 14的前端面上，盥前 -習知機車煞車油管Μ 2( Ί 从土 ；卜1 J之處在於·該機直 …、車油管裝置3精簡其構成元件 ^ s田二通官本體30、 二連接該三通管本體30之第_、-- 一 一 一二接頭 31、32、33， 及三分別連接該第-、二、三接頭31、32、33之第_、二 6 1261560 、三油管311、321、331等構件所組成。 =機車煞車油管裝置3雖然藉由簡化其組成元 使得其佔用的體積變小，但僅 所、止成的旦/鄕 b各為減父上述第二點問題 所xe成的衫響，況且，該三通瞢 项吕本體30仍是設於該三 14的前端面上’依然會有上述第-點問題產生，即對該； 一油官3 11形成拉扯的狀況。 【發明内容】 口此本叙明之目的’即在提供一種機車煞車油管枣 置，可有效降低拉扯與擠塵油管的情況發生，以減少損壞 油管，並讓油管較容易配置。 於是，本發明之機車煞車油管裝置，是裝設在— 所輪轉向裝置上’用以傳送油液。該機車前輪轉向裂置包 含一前輪、二設於該前輪兩側之避震器、二分別連 避震器而可煞止該前輪之碟煞單元、至少一連接該二避震 器之三角台、-連接該三角台而可操控該前輪行進方向之 把手轉向件、一位於該三角台與前輪之間的擋泥板，及— 設於該把手轉向件上之剎車控制單元，其中，該三角台具 有一面朝前方之第一面，及一面朝後方之第二面。 該機車煞車油管裝置包含一配置於該三角台之第二面 上的三通件、一連通該三通件與該剎車控制單元之第一油 管組，以及分別將該三通件與該二碟煞單元連通之一第二 、三油管。 本發明之功效在於藉由將該三通件配置於該三角台的 後方’可使該第二、三油管的配置不受該擋泥板的限制， 1261560 也就能以較節省成太沾士上 攻本的方式進行配置。同時，在左右轉動 該把手轉向件時，由^^ 由於因轉動而產生長度變化的情況減輕 ，使得拉扯與擠m兮货 ,_ 土巧弟一油管組的現象亦跟著減輕，而能 減少損壞該第一油管組。 【實施方式】 有δ本么月之七述及其他技術内容、特點與功效，在 、下-曰^考圖式之_個較佳實施例的詳細說明中，將可 清楚的呈現。 在本新型被詳細描述之前，要注意的是，在以下的說 月中類似的元件是以相同的編號來表示。 如圖3、4所不’本發明機車煞車油管裝置之—第一較 k貝施例’是裝設在_機車前輪轉向裝置 煞車用油液。該機車前輪轉向裝置5包含—料51、= 於該雨輪51兩側而可減緩震動之避震器52、二分別連接每 一避震^2並位於每—避震器52後方而可煞止該前輪Μ 之碟煞早7L 53、一連接該二避震器52頂部之三角台54、 -連接該三角台54而可操控該前輪Η行進方向之把手轉 向件55、一位於該三角台54與前輪51之間的播泥板56, 及一設於該把手轉向件55上之剎車控制單元57。 ,t角台54具有—面朝前方之第-面541，及一面朝 後方之弟一面542。該第二面542概呈v型並由—左側面部 角口 54之第一面541上。值得一接的s θ L 仟&的疋’部分類型的機車 疋“二個上下相連接的三角台54,因此，不應以三角台 1261560 54的個數限制本發明之申請專利範圍。 _該機車煞車油管裝置6包含-三通件60,及分別連接 該二通件60之一第一、二、三油管61〜63。 η亥二通件6〇可讓該第一、二、三油管61〜63内的油液 相互流通，是配置在該三角台54之第二面542上且為—體 成里m it匕’體積將大幅縮小並可節省製造成本與時程。 在該第-較佳實施例中，該三通# 6G是配置在該第二面 542之右側面部544且鄰近該左、右側面部543、544之相 接處上，但也可配置在該左側㈣⑷且鄰近該左、右側 面邛543、544之相接處上，或是配置在該左、右侧面部 543、544之相接處上。 一該第油官組61是連通該三通件60與該剎車控制單 口玄第一油官62是連通該三通件6〇與其中一碟敏單 =3 ’而該第三油管63則是連通該三通件6〇與另一碟煞 早凡53。至於該第-、二、三油管61〜63如何達到與該三 通件60相互連通的方式為熟習此項技術人士所習知 不予詳細。 當按壓該剎車控制單元57時，可將該第一油管組Μ 的油液，傳送至該三通件6〇,再經該第二與第三油管Μ 、《’以分別擠入該二碟煞單元&而可煞止該前輪η。 從圖5、6將可清楚地看出該第—較佳實施例在實際使 用上，確具有下述幾項優點： 一、有效降低油管被拉扯與擠壓的現象：由於該 件6〇是配置在該三角纟Μ的第二面542上，即該三角台 1261560 2的後面。在向左或向右轉動該把手轉向件55時，由於因 1動:產生長度變化的情況減輕，使得該第-油管組61被 拉扯與擠壓的情況亦隨之減輕。 損壞該第一油管組61。 了減少因此原因而 :、:管配置較為容易··同樣是因為該三通件6〇是位 接：：角台一54:第二面542上，使得與該三通件6〇相連 、弟—油s 62、63均得以位於該二避震器後方 ，不會受到該播泥板56之限制，而能容易地配置該第二、 广油J 62、63，而能以較節省油管材料的配置方式，來設 相紅' 三油管62、63的長度，降低生產成本。在該第 -較佳實施例是讓該第二、三油管62、63沿著該左、右側 面部⑷、544向賴延伸，再彎曲向下與該二魏單元η :接：無須繞過任何組件，可減少其轉折，使油液流動更 為順暢，以獲得較佳煞車性能。 杏圖7所示’本發明機車煞車油管裝置之-第二較佳 只％例’大致上是與該第一較佳實施例相同，不同之處在 於亥第-油管組61是由一連接該三通件的下段川、 一連接該刹車控制單元57的上段612，及-連通該下段611 與上段6U的防死煞器613(Amil〇ck如㈣加⑽，abs) 二組成。㈣死煞H 613是可固設於車架上。同樣地，該 第車乂彳土貝細*例也能降低該第一油管組61被拉扯與擠壓的 現象，及可較容易配置該第二、三油管62、63之優點。 歸納上述，本發明之機車煞車油管裝置，是利用該三 K牛60配置於该二角纟54的後面’可有效降低油管被拉 10 1261560 扯與擠麼的問題，及使油營 &配置較為容易，以獲得較佳煞 車性能，故確實能達到本發明之功效目的。 惟以上所述者，僅為本發明之較佳實施例而已，當不 二岂以此限定本發明實施之範圍，即大凡依本發明中請專利 專巳圍及發明說明内容所作之簡單的等效變化與修飾，皆仍 屬本發明專利涵蓋之範圍内。 【圖式簡單說明】 圖1是一習知機車煞車油管裳置之正視圖； 圖2是另一習知機車煞車油管裝置之正視圖； -較域圖，說日林發明機車煞車油管裝置之第 平乂佳只施例之態樣； 圖4是一側視圖，用以輔助說明圖3; 時二二是：俯視圖，說明當該機車前輪轉向裝置向右轉 η亥車父佳貫施例之態樣； 得 時，：二是:俯視圖，說明當該機車前輪轉向裝置向左轉 & 4貫施例之態樣；及 1¾] 7 η 二較佳徐&一立體圖’說明本發明機車煞車油管裝置之第 平乂佳貫施例之態樣。 夏之弟>1560 & Invention Description of the Invention [Technical Field] The present invention relates to a type of oil pipe device, and more particularly to a car oil pipe device. [Prior Art] As shown in Fig. 1, a conventional locomotive brake pipe device 2 is provided on a locomotive front wheel steering device for transferring oil. 4 people from the 4 locomotive front wheel steering device 1 a wheel 11 , 2 shock absorbers 12 disposed on both sides of the front wheel 11 , and two 妾 "shocker 12" and disposed behind the shock absorber 12 The disc-sensitive unit 13, ―: the triangular stage 14 between the two shock absorbers 12 (commonly referred to as the wrist (four), the slab 15 (Fender) between the front wheel 11 and the triangular cymbal 14, the spine 12 and the triangle The handle 14 is configured to control the direction of travel of the handlebars and the brake control unit 17. The brake oil f device 2 includes a connecting body 21 disposed at the front end 21 2 of the triangular table, and is assigned to The connecting pipe body is connected with the opposite ends of the three-way joint 22 and the through joints to the joints 22 and upwards, and the two joints are connected downwardly and downwardly. a second joint 25, which is connected to the two-way joint Μ and to the lower third joint 26, _ the first oil pipe 241 that communicates with the brake control head 24, a first connection, a connection, a second connection 25 and The disc 煞 unit _ brother - the tubing 25 and a third joint % and the other disc 2 2 13, the third oil 1 261. When (four) the brake control list S 17 The oil of the tube will flow from the first oil pipe 241 to the second oil pipe 25 through the connecting pipe body 2, the three-way head 22 and the two-way joint 23, respectively, and the third l26l5g The front wheel 11 tubing 261' is re-entered into the two-disc unit 13, however, the above-mentioned 5 brothers know that the conventional locomotive brake tubing device 2 is operated or assembled, and is obviously considered for the following points: First, the tubing is easily pulled and squeezed: by the configuration in the triangle... the front of the front = the connecting tube body 11 is to the frame called easy to make the first - oil: when turning the _ - 241 is pulled and squeezed, and the effect The use of a power pipe 241 by the younger brother, or even the sub-double brother, a fuel pipe 241 is damaged. 2. The oil pipe is difficult to configure: since the connecting official body 21 of the locomotive brake pipe device 2 and the front wheel u can be used for the second 251, The scope of 261 is not very large - the oil ^ pull mud board 丨 5 also needs to be set in this space, plus the locomotive brake pipe tubing device, the mouth structure is more complicated and used: Larger size and greatly reduced the range of this part, it is very difficult In order to configure the second shirt 251 and the third oil pipe to be added, because of this, the need to increase the long sound of the second and third oil pipes 25i, 26i also increases the production cost. 'Alternatively, the locomotive locomotive tubing unit 2 is also installed on the front end surface of the locomotive front wheel steering device 盥 三 用 盥 盥 习 习 习 习 习 习 习 习 习 习 习 习 习 习 习 ( ( ( ( ( ( ( ( ( ( ( ( The point is that the machine is straight... The vehicle tubing unit 3 is simplified by its constituent elements ^ s Tian Ertong official body 30, and the second connection of the three-way pipe body 30 is _, --- one-two joints 31, 32, 33 And three are respectively connected to the first, second and third joints 31, 32, 33, the first _, the second 6 1216560, the three oil pipes 311, 321, 331 and the like. = Although the locomotive brake pipe assembly 3 is made smaller by simplification of its constituent elements, only the squaring/defective s/b is the slap of the second point problem of the father's second point problem. Moreover, The three-way 瞢 吕 本体 body 30 is still located on the front end of the three 14 'there is still the above-mentioned first point problem, that is, the same; the oil officer 3 11 forms a pulling condition. SUMMARY OF THE INVENTION The purpose of this description is to provide a locomotive brake pipe, which can effectively reduce the occurrence of pulling and squeezing the oil pipe, thereby reducing damage to the oil pipe and making the oil pipe easier to configure. Thus, the locomotive brake pipe assembly of the present invention is mounted on the steering device for transferring oil. The front wheel steering split of the locomotive comprises a front wheel, two shock absorbers disposed on two sides of the front wheel, two separate shock absorbers for stopping the front wheel, and at least one triangular table connecting the two shock absorbers. a handle steering member that is coupled to the triangular table to control the direction of travel of the front wheel, a fender between the triangular table and the front wheel, and a brake control unit disposed on the steering member of the handle, wherein the triangle The table has a first side facing forward and a second side facing rear. The locomotive brake pipe assembly includes a three-way member disposed on the second surface of the triangular table, a first oil pipe group connecting the three-way member and the brake control unit, and the three-way member and the two-disc, respectively The unit is connected to one of the second and third oil pipes. The effect of the invention is that the arrangement of the second and third oil pipes can be prevented from being restricted by the fender by disposing the three-way member at the rear of the triangular table, and the 1261560 can also save the smudges. Configure the way up the attack. At the same time, when the handle steering member is rotated left and right, the situation caused by the change of the length due to the rotation is reduced, so that the phenomenon of pulling and squeezing the goods is reduced, and the phenomenon of the Tuqiao group is also reduced, and the damage can be reduced. The first tubing set. [Embodiment] The description of the seventh embodiment of the month and other technical contents, features and effects will be clearly explained in the detailed description of the preferred embodiment of the present invention. Before the present invention is described in detail, it is to be noted that similar elements in the following month are denoted by the same reference numerals. As shown in Figs. 3 and 4, the first comparative example of the locomotive brake pipe device of the present invention is mounted on the _ locomotive front wheel steering device for brake oil. The front wheel steering device 5 of the locomotive includes a material 51, a shock absorber 52 that can reduce vibration on both sides of the rain wheel 51, and two shock absorbers 2 connected to each of the shock absorbers 2 and located behind each of the shock absorbers 52. The front wheel rim is 7L 53 early, a triangular table 54 connecting the top of the two shock absorbers 52, a handle steering member 55 connecting the triangular table 54 to control the direction of travel of the front rim, and a triangular table A dredge plate 56 between the front wheel 51 and a brake control unit 57 disposed on the handle steering member 55. The t-corner 54 has a first face 541 facing forward and a side 542 facing away from the rear. The second face 542 is generally v-shaped and is attached to the first face 541 of the left side face port 54. It is worthwhile to pick up the s ' θ L 仟 & 疋 'partial type of locomotive 疋 "two upper and lower connected triangles 54 , therefore, the number of triangles 1261560 54 should not limit the scope of the patent application of the invention. The locomotive brake pipe device 6 includes a three-way member 60, and one, two, and three oil pipes 61 to 63 respectively connected to the two-way member 60. The η-hai two-way member 6〇 allows the first, second, and third The oil in the oil pipes 61 to 63 flows through each other, and is disposed on the second surface 542 of the triangular table 54 and is substantially reduced in size and can save manufacturing cost and time. In the preferred embodiment, the three-way #6G is disposed on the right side surface 544 of the second surface 542 and adjacent to the intersection of the left and right side surfaces 543, 544, but may also be disposed on the left side (four) (4) and adjacent thereto. The intersection of the left and right side faces 543, 544 is disposed at the junction of the left and right side faces 543, 544. The first oil officer group 61 is connected to the three-way member 60 and the The brake control single port Xuan first oil officer 62 is connected to the three-way member 6〇 and one of the discs is single = 3 ' and the third oil pipe 63 is connected The three-way member 6〇 is earlier than the other one. The manner in which the first, second, and third oil pipes 61 to 63 reach the three-way member 60 is known to those skilled in the art. When the brake control unit 57 is pressed, the oil of the first oil pipe group 传送 can be transmitted to the three-way member 6〇, and then the second and third oil pipes 、, “ The two-disc unit & can terminate the front wheel η. It can be clearly seen from Figures 5 and 6 that the first preferred embodiment has the following advantages in practical use: 1. Effectively reducing the oil pipe The phenomenon of being pulled and squeezed: since the piece 6〇 is disposed on the second face 542 of the triangular turn, that is, behind the triangular table 1261560 2. When the handle steering member 55 is turned left or right, Since the first movement: the change in the length is reduced, the first oil pipe group 61 is pulled and squeezed. The first oil pipe group 61 is damaged. The reason is reduced: It is also easy because the three-way member 6〇 is a bit:: the corner table 54: the second side 542, so that The three-way member 6〇 is connected, and the brothers-oils 62 and 63 are located behind the two-slack absorber, and are not restricted by the mud-slurry plate 56, and the second, wide-oil J 62 can be easily disposed. 63, and the length of the phase red 'three oil pipes 62, 63 can be set in a manner that saves the fuel pipe material, thereby reducing the production cost. In the first preferred embodiment, the second and third oil pipes 62, 63 are The left and right side faces (4) and 544 extend to the top, and then bend downward to connect with the two-week unit η: without bypassing any components, the turning of the components can be reduced, and the oil flow can be smoothed to obtain a better brake. The apricot chart 7 shows that the second preferred embodiment of the locomotive brake pipe device of the present invention is substantially the same as the first preferred embodiment, except that the Haidi-oil pipe group 61 is composed of one. The lower section of the three-way member is connected, the upper section 612 of the brake control unit 57 is connected, and the anti-destructor 613 (Amil〇ck (4) plus (10), abs) of the lower section 611 and the upper section 6U is connected. (4) Dead 煞 H 613 can be fixed on the frame. Similarly, the first car shovel can also reduce the phenomenon that the first oil pipe group 61 is pulled and pressed, and the advantages of the second and third oil pipes 62, 63 can be easily configured. In summary, the locomotive brake pipe device of the present invention utilizes the three-K-60 configuration behind the horn 54 to effectively reduce the problem that the tubing is pulled and squeezed, and the oil camp & It is easier to obtain better braking performance, so it can achieve the efficacy of the present invention. However, the above is only the preferred embodiment of the present invention, and the scope of the present invention is limited thereto, that is, the simplicity of the invention and the content of the invention according to the present invention. Both effect changes and modifications are still within the scope of the invention patent. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a front elevational view of a conventional locomotive brake pipe; Fig. 2 is a front view of another conventional locomotive brake pipe device; - a comparison map, said that the Japanese locomotive locomotive brake pipe device Fig. 4 is a side view for assistance in explaining Fig. 3; time 22 is: top view, showing that when the front wheel steering device of the locomotive turns to the right, η海车父佳佳例In terms of time; the second is: a top view, which shows the direction of the front wheel steering device turning left &4; The locomotive brakes and tubing installations are the best examples of the application. Xia Zhidi
1261560 【主要元件符號說明】 5 * * ^ 機車前輪轉向裝置 51** 前輪 52…· 避震器 5 3··· 碟煞單元 54 ♦… 三角台 541 * * 第一面 542 ·， 第二面 543 · ♦ 左側面部 544，· 右側面部 55·… 把手轉向件 56…· 擋泥板 57· · · 剎車控制單元 60··· 三通件 61··， 第一油管組 611 · ♦ 下段 612 ♦ · 上段 613 · · 防死煞器 62· * 第二油管 63 .… 第三油管 121261560 [Explanation of main component symbols] 5 * * ^ Locomotive front wheel steering device 51** Front wheel 52...· Shock absorber 5 3··· Disc unit 54 ♦... Triangle table 541 * * First side 542 ·, second side 543 · ♦ Left side face 544, · Right side face 55·... Handle steering part 56...·Fender 57· · · Brake control unit 60··· Three-way part 61··, First tubing set 611 · ♦ Lower section 612 ♦ · Upper section 613 · · Anti-dead device 62 · * Second tubing 63 .... Third tubing 12