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development of high-performance brake hose for automotive use.
With this hose, the brake fluid pressure is passed to the wheel through the pedal stroke.
It is not only durable for tire braking, but also soft and flexible enough to absorb vibration.
In addition, it is subjected to high humidity, high pressure, repeated bending and distortion (ref. 1).
Due to the fact that its operating conditions are as bad as previously described, considerable fatigue resistance and extremely low permeability are required. [
Figure 1 illustration omitted]
Water permeability depends mainly on each condition of the three rubber layers.
The water penetration on a hose consisting of three rubber layers is given :[
Mathematical expressions that cannot be reproduced in ASCII]
Water penetration, g; [P. sub. 1]~ [P. sub. 3]
: Water permeability coefficient of rubber g × cm/[cm. sup. 2]x sec x atm; ? ?
Length of hose, CM; [P. sub. 1]~ [P. sub. 3]
: Poor pressure at all levels, atm; [r. sub. 1]
Inner diameter of inner rubber layer, CM; [r. sub. 2]
: Outer diameter of inner rubber layer, CM; [r. sub. 3]
Inner diameter of laminated rubber layer, CM; [r. sub. 4]
Outer diameter of laminated rubber layer, CM; [r. sub. 5]
: Inner diameter of outer rubber layer, CM; [r. sub. 6]
Outer diameter of outer rubber layer, CM.
By replacing this equation with the value of each diameter, we try to calculate the contribution of each layer to water penetration.
It is obvious from the results that when the contribution of the internal rubber layer is defined as 100, the contribution to the internal rubber layer is given 20, and 75 for the external rubber layer is given.
We measured the water penetration through a variety of rubber.
10mm long tubular test samples were prepared.
The rubber tube is full of distilled water and we measured its weight change in normal atmosphere at constant temperature.
SAE moisture transfer task group has long been discussing methods and procedures for hose penetration testing.
According to the current SAE method (ref. 2)
, The curved brake hose will fill the brake fluid and immerse it in distilled water under 70 [degrees]
The amount of water in the brake fluid was then measured by Karl Fischer method.
Results according to the test results, the permeability coefficient of various rubber at each temperature was calculated, as shown in Table 1.
In addition, by replacing the water penetration system values of each rubber with equations, we are trying to calculate the water penetration of the hose under the combination of various rubber materials.
The results are shown in figure 2.
For example, it can be seen from the results that a hose made of rubber interior and laminated rubber and ternary rubber exterior rubber is expected to reduce water penetration to 1/10 of a hose made of rubber interior rubber, rubber and CR/B/c rubber outer cover rubber.
As shown in figure 3, the measured value of the hose is almost the same as the calculated value.
In terms of water permeability, OLED is superior, but the resistance of brake fluid is poor.
Therefore, we choose the internal glue of the brake hose to be B- C rubber. [Figure 2 -
3 illustration omitted]
Fatigue-resistant experimental brake hoses are exposed to complex external forces, as aboveand-
The road surface moves downward, the steering operation produces distorted movement, and the braking operation produces high pressure.
Since the hose needs to be moved in three dimensions, the stress on the hose also needs to be analyzed in three dimensions (ref. 3).
In this case, we assume that the resultant force consisting of reaction forces on the three axes is reflected by all stresses.
So we try to measure the three-axis force loaded to both ends
Accessories and synthesize them (
In order to compare with the results of bench fatigue test.
In this experiment, we defined the conditions for bench steering.
Exercise fatigue test as: Temperature 100 [degrees]C, pressure 9.
8 MPa, 42 cycles/minutes of the pressure cycle, 100 cycles/minutes of the steering movement cycle.
The results of the measurement are shown in figure 4.
In this case, the three-axis resultant force becomes very complex and forms a lag loop as the steering angle changes.
In addition, it increases significantly when the pressure increases. [
Figure 4 illustration omitted]
When comparing the three shaft forces of various hose wiring with the bench fatigue test results ,(figure 5)
, These two data are unified on one line on the chart.
That is, we find that our treatment of the three resultant forces correctly reflects the stress on the hose that dominates the fatigue life of the hose and can serve as the basis for safety standards for hose wiring design. [
Figure 5 illustration omitted]
Conclusion we made it clear that the internal rubber pipe of the brake hose mainly affects the permeability of the water and found that the B- C rubber is the best material.
As the best way to analyze the hose stress under the hose steering and stroke motion, we establish a measurement method of the three-axis resultant force and clarify the correlation with the hose fatigue.
Confirm that \"capacity increase for transmission belt application by CR/EPM mixture\" is based on a paper submitted at the rubber sector meeting in October 1996.
The \"performance brake hose for cars\" is based on a piece of paper given by irc\'95.
\"Removing the smog effect of liquid fire retardant in flexible foam\" is based on a piece of paper given at the 96-year polyurethane Expo.
\"Cracked GC analysis rubber material\" is based on a paper presented at the rubber department meeting in October 1996. References(1. )
Hiroshi Fujita, automaticChemicals, Vol. 7, No. 2 (1983), \"Non-
Mineral brake fluid for cars. \"(2. )
SAE J1873 \"water transfer test program for hydraulic brake hose assembly. \"(3. )Y.
Kobayashi, Journal of Rubber Industry Association, Japan, 63,552, China ,(1990)
\"The latest development of pressure hoses for cars.
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