JP2014227153A - Attachment structure of accessory device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an attachment structure of an accessory device for a vehicle capable of suppressing damage in a wiring member due to deformation of a front side frame and capable of enhancing shock absorbing ability by virtue of compression deformation of the front side frame, without reducing space around the front side frame by the wiring member, in a case where the accessory device to which the wiring member is connected is attached on an outer front part of the front side frame in a vehicle width direction.SOLUTION: A first pipe 15 comprises a forth and back direction wiring part 15a disposed in such a manner as to extend from just behind of an electric vacuum pump 14 to vehicle rear side at a predetermined length on outside rather than flanges 4c and 4e in a vehicle width direction. The forth and back direction wiring part 15a is disposed between a recessed part 40 and a vehicle inner side surface of a mat guard 20. A rear side part 15b of the first pipe 15 is arranged in such a manner that the rear side part 15b bridges over the flanges 4c and 4e in the vehicle width direction and the rear side part 15b is arranged inside rather than the front side frame 4 in the vehicle width direction.

Description

  The present invention relates to a vehicular auxiliary machine mounting structure, and relates to a front side frame front side outer front of a front side frame in which an auxiliary machine to which a routing member is connected extends in the vehicle front-rear direction at both ends of the vehicle front side in the vehicle width direction. It relates to the structure attached to the part.

  A vehicle auxiliary machine is generally mounted in a powertrain housing space that houses an engine, a motor, and the like, as disclosed in Patent Document 1 below.

  However, if the layout of the on-vehicle equipment in the accommodation space is strict and the space for installing auxiliary equipment in the accommodation space is limited, the auxiliary equipment should be installed at a position in the front part of the vehicle away from the power train. There are cases where it is unavoidable. For example, in a vehicle model with a short front nose and a narrow vehicle width, an accessory mounting bracket is provided near the front end of the front side frame extending in the vehicle front-rear direction at both ends in the vehicle width direction of the vehicle front. As a result, a case where an auxiliary machine is installed occurs.

  In addition, when the layout in the accommodation space is more severe, the auxiliary machine may have to be attached to the outside of the front side frame in the vehicle width direction. In this case, when a wiring member such as a harness or a pipe extends from the auxiliary machine, the wiring member straddles the front side frame so that the inside of the housing space (the vehicle width direction inner side of the front side frame). However, it is necessary to prevent the routing member from being damaged by the deformation of the front side frame at the time of a vehicle front collision.

JP 2012-166697 A

  In the present invention, when the auxiliary machine to which the routing member is connected is attached to the front outer side in the vehicle width direction of the front side frame, the routing member does not sacrifice the space around the front side frame by the routing member. It is an object of the present invention to provide a vehicular accessory mounting structure that can suppress damage due to deformation of a front side frame and can improve shock absorption performance due to compression deformation of the front side frame.

  The vehicle auxiliary machine mounting structure according to the present invention is such that the auxiliary machine to which the routing member is connected extends in the vehicle width direction outer front portion of the front side frame extended in the vehicle front-rear direction at both vehicle width direction end portions of the vehicle front portion. The front side frame has a recess recessed downward and inward in the vehicle width direction, and the recess extends along the longitudinal direction of the frame. A flange is provided on the upper surface of the front side frame so as to stand upward along the longitudinal direction of the frame. A wheel arch forming member for forming a wheel arch is provided on the outer side in the vehicle width direction of the front side frame. The routing member has a front-rear direction routing portion that is routed so as to extend a predetermined length rearward of the vehicle immediately after the auxiliary machine on the outer side in the vehicle width direction than the flange, A rearward routing portion is located between the concave portion and the vehicle inner surface of the wheel arch forming member, and a portion of the routing member that is behind the vehicle relative to the front-rear direction routing portion is The upper side of the flange is routed inward in the vehicle width direction from the front side frame across the vehicle width direction.

  According to this structure, the position where a wiring member straddles a flange will be located in the vehicle rear as much as possible by the part of the front-back direction wiring. For this reason, for example, in the case of a medium-scale collision in which the compression deformation of the front side frame stays at the front portion, interference between the flange and the routing member can be reliably prevented, and as a result, the front side frame Damage to the routing member due to deformation can be avoided.

  Further, the amount of deformation upward of the flange generally becomes smaller toward the vehicle rear side. For this reason, by arranging the position as far as possible in the rear of the vehicle, even if the collision is larger than the above-described medium-scale collision, the interference between the flange and the routing member, and hence the arrangement caused by the interference. Damage to the cable member can be minimized.

  Then, a concave portion recessed downward and inward in the vehicle width direction toward the center is formed in the front side frame, and a plurality of ridge lines (valley ridge lines are formed along the longitudinal direction of the frame by extending the concave portion along the longitudinal direction of the frame. , Mountain ridges) can be extended. For this reason, when the front side frame is compressed and deformed in the axial direction, for example, compared with a case where a frame having a substantially rectangular cross section is employed, the shock absorption can be performed more efficiently by the amount of the ridgeline. . Specifically, it is possible to suppress the front side frame from being bent so as to be bent by an amount corresponding to an increase in the number of ridge lines (valley ridge lines, mountain fold ridge lines) as compared with a case where a frame having a substantially rectangular cross section is employed. Therefore, the front side frame can be more stably compressed and deformed, and as a result, shock absorption can be performed more efficiently. That is, the impact absorption performance of the front side frame can be enhanced.

  Furthermore, by arranging the front-rear direction routing portion between the recess and the vehicle inner surface of the wheel arch forming member, the front-rear direction arrangement is made using the dead space formed between the recess and the wheel arch forming member. The cable part can be routed. For this reason, the space around the front side frame can be prevented from being sacrificed by the routing of the routing member.

  In one embodiment of the present invention, the position where the routing member straddles the upper side of the flange is set immediately before the suspension tower.

  According to this configuration, it is possible to maximize the shock absorbing performance of the front side frame while suppressing damage to the routing member. Specifically, when the front side frame is provided with an impact absorbing function, generally, the compression deformable region is set up to a position corresponding to the suspension tower. Therefore, by setting the position immediately before the suspension tower, even if the compressible deformation region is compressed and deformed to the maximum extent, damage to the routing member can be suppressed as much as possible. That is, it is possible to maximize the shock absorbing performance of the front side frame while suppressing damage to the routing member.

  In one embodiment of the present invention, the routing member and the accessory are a pipe connected to a brake booster and an electric vacuum pump, respectively, and the electric vacuum pump uses the air inside the brake booster to By sucking through the pipe, the negative pressure inside the brake booster is increased.

  According to this configuration, it is possible to suppress the influence on the brake performance as much as possible by suppressing damage to the pipe connected to the brake booster.

  According to the present invention, when the auxiliary machine to which the routing member is connected is attached to the front side outside front portion of the front side frame, the routing is performed without sacrificing the space around the front side frame by the routing member. It is possible to provide an auxiliary machine mounting structure for a vehicle that can prevent the member from being damaged by the deformation of the front side frame and can improve the shock absorption performance by the compression deformation of the front side frame.

The top view which shows the front part of the vehicle provided with the auxiliary equipment attachment structure for vehicles which concerns on embodiment of this invention. The side view of FIG. The principal part perspective view of FIG. FIG. 4 is a view corresponding to a cross section taken along line AA in FIG. 3. The figure equivalent to the BB line arrow cross section of FIG. The perspective view which shows the bracket for pump attachment. Explanatory drawing for demonstrating the behavior of the bracket for pump attachment at the time of a vehicle front collision.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a plan view showing a front portion of a vehicle provided with a vehicular accessory mounting structure according to an embodiment of the present invention, and FIG. 2 is a side view thereof. As shown in FIGS. 1 and 2, a dash panel 3 that partitions the vehicle compartment 1 and the engine room 2 (powertrain accommodation space) extends in the vehicle width direction at the front of the vehicle. A pair of left and right front side frames 4 extend from both sides in the width direction toward the front of the vehicle.

  As shown in FIG. 1, a cross member 5 extending in the vehicle width direction so as to bridge the pair of left and right front side frames 4, 4 is disposed in the middle portion of the front side frame 4. The set plate 6 is attached to the front end, and the rear end of the crash can 8 is fixed by bolts 7a and nuts 7b.

  The crash can 8 absorbs an impact applied from the front of the vehicle at the time of a light vehicle collision by being compressed and deformed in the axial direction. The crash can 8 extends in the vehicle width direction at the front end of the crash can 8. The ends of the bumper reinforcement 9 in the vehicle width direction are connected.

  A suspension tower 10 (hereinafter referred to as a suspension tower 10) is erected on the outer side in the vehicle width direction of the front side frame 4 so as to correspond to a suspension (not shown) of the front wheel. An apron reinforcement 11 extended to the front and a front fender 12 constituting the outer wall of the front portion of the vehicle are disposed.

  A brake booster 13 of the brake device is disposed on the front side of the dash panel 3 in the vehicle width direction (the front side on the right side in the figure). The brake booster 13 is a so-called brake booster that amplifies the driver's pedaling force applied to the brake pedal using negative pressure, and is disposed on the driver seat (not shown) side of the passenger compartment 1 in the vehicle width direction. Is done.

  Here, when the engine is housed in the engine room 2, the brake booster 13 is generally driven by using the intake negative pressure of the engine. However, when the intake negative pressure is not sufficient, the electric vacuum pump 14 (hereinafter abbreviated as pump 14). The pump 14 is a vehicle auxiliary machine that supplies negative pressure to the brake booster 13, and sucks air inside the brake booster 13 through a first pipe 15, a second pipe 16, and a relay pipe 17 described later. The negative pressure inside the brake booster 13 can be increased.

  In this embodiment, as shown in FIGS. 1 to 3, a pump 14 is attached to an outer front portion in the vehicle width direction of the front side frame 4 on the right side of the vehicle on which the brake booster 13 is disposed. Are connected via a first pipe 15, a second pipe 16, and a relay pipe 17 as routing members.

  Incidentally, the front side frame 4 and the crash can 8 have a substantially cross-shaped cross section as shown in FIGS. Specifically, as shown in FIGS. 3 to 5, the front side frame 4 and the crash can 8 are respectively formed with four concave portions 40 to 43 and 80 to 83 that are recessed in the vertical direction and the vehicle width direction toward the center thereof. At the same time, the recesses 40 to 43 and 80 to 83 extend along the longitudinal direction of the frame, that is, the longitudinal direction of the vehicle. The front side frame 4 and the crush can 8 are provided with four substantially convex portions 44 to 47 protruding outward relative to the concave portions 40 to 43 and 80 to 83 in the four directions of the top, bottom, left and right, respectively. 84-87.

  In the front side frame 4 and the crash can 8, a plurality of valley ridge lines 48 and 88 and a mountain ridge line 49 are formed along the longitudinal direction of the frame by the concave portions 40 to 43 and 80 to 83 and the convex portions 44 to 47 and 84 to 87. , 89 are formed so as to be substantially symmetrical in the vertical direction and the horizontal direction, respectively.

  As shown in FIGS. 3 to 5, the front side frame 4 includes an outer panel 4 a on the outer side in the vehicle width direction and an inner panel 4 b on the inner side in the vehicle width direction. In addition, flanges 4c to 4f are formed on the upper and lower portions (the upper surface and the lower surface of the front side frame 4) of the outer panel 4a and the inner panel 4b so as to stand upward and downward along the longitudinal direction of the frame (vehicle longitudinal direction), respectively. The upper and lower flanges 4c and 4d of the outer panel 4a and the upper and lower flanges 4e and 4f of the inner panel 4b are joined to form a closed cross section having a substantially cross-shaped cross section.

  Further, in the front side frame 4, the concave portions 40, 41 and the convex portion 45 on the outer side in the vehicle width direction are formed by the outer panel 4a, while the concave portions 42, 43 and the convex portion 47 on the inner side in the vehicle width direction are formed by the inner panel 4b. Is formed. The upper and lower convex portions 44 and 46 are formed by cooperation of the upper and lower portions of the outer panel 4a and the inner panel 4b, respectively.

  One end of the first pipe 15 described above is connected to the pump 14 and is fixed to the front side frame 4 by two clips 18 and 19. Specifically, the first pipe 15 is fixed to the concave surface of the concave portion 40 of the front side frame 4 in front of the vehicle of the suspension tower 10 by the clip 18 on the front side of the vehicle, and is connected to the suspension tower 10 by the clip 19 on the rear side of the vehicle. It is being fixed to the convex part 44 in the corresponding position.

  In a state where the first pipe 15 is fixed to the front side frame 4, the vehicle front side portion constitutes a front-rear direction routing portion 15 a as shown in FIGS. 1 to 4. The front-rear direction routing portion 15a is configured by being routed so as to extend to the rear of the vehicle immediately after the pump 14 on the outer side in the vehicle width direction than the flanges 4c, 4e on the upper surface of the convex portion 44. Yes.

  Although not shown in FIGS. 1 to 3 for the sake of convenience, a mat guard 20 that forms a wheel arch for covering the front wheels is arranged outside the front side frame 4 in the vehicle width direction as shown in FIG. It is installed. The front-rear direction routing portion 15 a described above is disposed between the recess 40 of the front side frame 4 and the vehicle inner side surface of the mat guard 20.

  Further, the rear portion 15b of the rear side of the first pipe 15 than the front-and-rear direction routing portion 15a extends over the flanges 4c and 4e in the vehicle width direction, and is routed more inward in the vehicle width direction than the front side frame 4. Has been. In the present embodiment, the position where the rear side portion 15b straddles the upper sides of the flanges 4c and 4e is set immediately before the suspension tower 10 as shown in FIG.

  As shown in FIGS. 1 and 4, the rear end of the first pipe 15 is connected to a second pipe 16 that extends in the vehicle width direction at the rear portion of the engine room 2. The end of the second pipe 16 on the brake booster 13 side is connected to the connection port 13 a of the brake booster 13 via the relay pipe 17. As the relay pipe 17, an elastic material such as rubber is used, and the elasticity of the relay pipe 17 absorbs the dimensional difference between the connection port 13 a and the second pipe 16, and as a result, this dimensional difference. Vibration is absorbed. Further, the connection port 13a and the end of the second pipe 16 are directed to the engine room 2 side, and the relay pipe 17 has a substantially U shape in plan view so as to protrude inward in the vehicle width direction. The attachment work of the relay pipe 17 can be easily performed from the engine room 2 side.

  By the way, the above-described pump 14 is disposed in front of the front side frame 4 on the outer side in the vehicle width direction via a pump mounting bracket 21 (hereinafter abbreviated as a bracket 21) as shown in FIG. 1 to FIG. 3, FIG. Attached to the part. The bracket 21 includes a front mounting portion 21a and a rear mounting portion 21b, and a pump mounting portion 21c for mounting the pump 14 between the front mounting portion 21a and the rear mounting portion 21b, And a load transmission portion 21d.

  The front mounting portion 21a is constituted by a protruding piece protruding from the vehicle front of the pump mounting portion 21c, and is mounted near the rear end of the crash can 8 by a bolt 22a and a nut 22b (see FIG. 1).

  More specifically, a flange 6a that protrudes forward from the fixed portion of the crash can 8 is formed at the lower end on the outer side in the vehicle width direction of the set plate 6, and a front mounting portion 21a is formed in parallel with the flange 6a. Yes. The front attachment portion 21a is attached to the flange 6a by the bolt 22a and the nut 22b described above, so that the front attachment portion 21a is attached near the rear end of the crash can 8.

  Further, as shown in FIG. 6, an insertion hole 21e for inserting a bolt 22a is formed in the front mounting portion 21a. In the present embodiment, the bolt 22a is inserted into the insertion hole 21e, whereby the front attachment portion 21a is attached to the flange 6a, and the bracket 21 (front attachment portion 21a) is pivotable by the bolt 22a. It is supported.

  The rear attachment portion 21b is constituted by a protruding piece protruding upward from the rear end of the load transmitting portion 21d, and is attached to the convex portion 45 of the front side frame 4 by a bolt 23a and a nut 23b (see FIG. 5).

  Further, the rear attachment portion 21b is formed with a notch portion 21f that is open on the vehicle front side. The notch 21f has substantially the same width as the thickness of the bolt 23a, and the bolt 23a fastens the rear attachment portion 21b at the rear end of the notch 21f.

  The pump mounting portion 21c is provided with a positioning hole 21g for positioning the pump 14, and the mounting position is regulated by fitting the pump 14 into the positioning hole 21g. As shown in FIGS. 1 to 3 and 5, a pump side bracket 24 is attached to the pump 14 so as to surround the outer periphery thereof, and the pump side bracket 24 is pumped via a plurality of rubber bushes 25. It is attached to the mounting portion 21c. As a result, the pump 14 is elastically supported by the pump mounting portion 21 c via the rubber bush 25.

  The pump mounting portion 21c (pump 14) is disposed on the outer side in the vehicle width direction of the bracket 21 between the front mounting portion 21a and the rear mounting portion 21b, and is wider than the pump mounting portion 21c. A load transmitting portion 21d is disposed on the inner side in the direction. As shown in FIG. 6, the load transmitting portion 21 d is configured by a bent portion formed by bending the bracket 21 so as to form a ridge line along the vehicle longitudinal direction.

  In a state where the pump 14 is attached to the front side frame 4 via the bracket 21, as shown in FIG. 5, at least a part of the pump 14 and the bracket 21 is in a cross section orthogonal to the frame longitudinal direction of the front side frame 4. The convex portion 45 is disposed closer to the concave surface of the concave portion 41 than the outer end portion in the vehicle width direction, and is positioned closer to the concave surface of the concave portion 41 than the lower end portion of the convex portion 46.

  Specifically, the upper end portion of the pump 14 or the bracket 21 that is closest to the front side frame 4 (here, the upper end portion of the pump 14) is more than the lower end portion of the convex portion 46 (the position of the broken line L1 shown in FIG. 5). It is located on the center O side of the front side frame 4 in the up-down direction, and is located on the side farther from the center O in the up-down direction than the lower end portion of the convex portion 45 (position of the broken line L2 shown in FIG. 5). .

  Further, of the pump 14 or the bracket 21, the vehicle width direction inner end portion (here, the load transmitting portion 21d of the bracket 21) closest to the front side frame 4 is the vehicle width direction outer end portion (FIG. 5). Is located closer to the center O side in the vehicle width direction than the position of the broken line L3 shown in FIG. 5 and is centered in the vehicle width direction of the outer edge of the convex portion 46 in the vehicle width direction (position of the broken line L4 shown in FIG. 5). It is located on the side away from O.

Next, the behavior of the front part of the vehicle at the time of a vehicle front collision will be described with further reference to FIG.
At the time of a vehicle front collision, first, the crash can 8 provided at the front end of the front side frame 4 is compressed and deformed in the axial direction as shown in FIG. 7 due to an impact from the front of the vehicle. Thereby, a part of the impact is absorbed by the crash can 8. Here, when an impact larger than a light collision is applied, the impact is further input to the front side frame 4, and the impact is further absorbed by the front side frame 4 being compressed and deformed in the axial direction.

  In the present embodiment, since the front side frame 4 and the crash can 8 have a substantially cross-shaped cross section, when an impact is applied to these, as shown by a two-dot chain line in FIG. The parts 44 to 47 (protrusions 84 to 87) take a deformation behavior such that they swell in a direction away from the center O in a front view. In the front side frame 4 and the crash can 8, the deformation of the convex portions 44 to 47 (the convex portions 84 to 87) occurs substantially periodically along the longitudinal direction of the frame, so that the entire frame is axially It is designed to compressively deform in the longitudinal direction).

  Further, in the front side frame 4 and the crash can 8, a plurality of valley ridge lines 48 and 88 and mountain ridge lines 49 and 89 are extended along the longitudinal direction of the frame, so that they are compressed and deformed in the axial direction as described above. In some cases, for example, as compared with the case where a frame having a substantially rectangular cross section is employed, it is possible to more efficiently absorb the shock by the amount of the ridgeline.

  Further, in the present embodiment, the front attachment portion 21a of the bracket 21 is attached to the flange 6a of the set plate 6 in the vicinity of the rear end of the crash can 8, so that the impact larger than the light collision as described above. When the load is applied, when the load is transmitted to the rear end of the crash can 8, the load can be input to the front mounting portion 21a. The load input to the front attachment portion 21a is transmitted to the rear attachment portion 21b via the load transmission portion 21d.

  In this way, when a load is input to the rear mounting portion 21b, this is pressed rearward of the vehicle. For this reason, the rear attachment portion 21b is displaced rearward of the vehicle, and the bolt 23a is displaced relatively forward of the vehicle along the notch portion 21f of the rear attachment portion 21b. Due to the displacement of the bolt 23a, the fastening state of the rear mounting portion 21b by the bolt 23a and the nut 23b is released, and the rear mounting portion 21b is detached from the front side frame 4.

  Here, since the front mounting portion 21a is pivotally supported by the bolt 22a, when the rear mounting portion 21b is detached from the front side frame 4 as described above, the pump 14, the bracket 21, etc. 7, the rear mounting portion 21b is displaced below the vertical region α of the front side frame 4 as shown in the figure.

  In the present embodiment, as described above, the first pipe 15 is routed so as to extend a predetermined length in the vehicle width direction outside of the flanges 4c and 4e so as to extend to the rear of the vehicle immediately after the pump 14. The rear portion 15b of the rear side of the vehicle has a portion 15a, and the rear portion 15b of the rear side of the vehicle extends over the flanges 4c and 4e in the vehicle width direction and is arranged inward of the front side frame 4 in the vehicle width direction. As a result, the position where the first pipe 15 straddles the flanges 4c and 4e is positioned as far back as possible by the front-and-rear direction routing portion 15a. For this reason, for example, in the case of a medium-scale collision in which the compressive deformation of the front side frame 4 stays at the front portion, interference between the flanges 4c and 4e and the first pipe 15 can be reliably prevented, and as a result. The damage to the first pipe 15 due to the deformation of the front side frame 4 can be avoided.

  Further, the upward deformation amount β (see FIG. 7) of the flanges 4c and 4e generally becomes smaller toward the vehicle rear side. For this reason, even if the collision is larger than the above-described medium-scale collision, the interference between the flanges 4c and 4e and the first pipe 15 can be obtained by arranging the position as far as possible in the rear of the vehicle. Damage to the first pipe 15 due to the above can be suppressed to a minimum.

  Then, a concave portion 40 that is recessed downward and inward in the vehicle width direction toward the center O is formed in the front side frame 4, and a plurality of ridge lines are formed along the frame longitudinal direction by extending the concave portion 40 along the frame longitudinal direction. (Valley ridgeline 48, mountain ridgeline 49) can be extended. For this reason, when the front side frame 4 is compressed and deformed in the axial direction, for example, compared with the case where a frame having a substantially rectangular cross section is adopted, the shock absorption can be more efficiently performed by the amount of the ridgeline. it can. Specifically, as compared with the case where a frame having a substantially rectangular cross section is employed, the front side frame 4 is prevented from being bent so as to be bent by the number of ridge lines (valley fold lines 48, mountain fold lines 49). it can. Therefore, the front side frame 4 can be more stably compressed and deformed, and as a result, shock absorption can be performed more efficiently. That is, the impact absorption performance of the front side frame 4 can be enhanced.

  Furthermore, the front-rear direction routing portion 15a is disposed between the concave portion 40 and the inner surface of the mat guard 20 so that the dead space formed between the concave portion 40 and the mat guard 20 can be used in the front-rear direction. The routing portion 15a can be routed. For this reason, it is possible to prevent the space around the front side frame 4 from being sacrificed by the routing of the first pipe 15.

  In addition, since the position where the first pipe 15 straddles the flanges 4c and 4e is set immediately before the suspension tower 10, the shock absorption performance of the front side frame 4 is maximized while suppressing damage to the first pipe 15. Can be made. Specifically, when the front side frame 4 is provided with an impact absorbing function, generally, a compression deformable region is set up to a position corresponding to the suspension tower 10. Therefore, by setting the position immediately before the suspension tower 10, even if the compression deformable region is compressed and deformed as much as possible, damage to the first pipe 15 can be suppressed as much as possible. That is, it is possible to maximize the impact absorbing performance of the front side frame 4 while suppressing damage to the first pipe 15.

  Further, when the routing member and the vehicle auxiliary machine are the first pipe 15 and the pump 14 respectively connected to the brake booster 13 as in the present embodiment, damage to the first pipe 15 is suppressed. Thus, the influence on the brake performance can be suppressed as much as possible. For this reason, for example, if there is no damage to the drive system of the vehicle, the passenger compartment 1 or the like, it is possible to take measures such as running the vehicle to a repair shop.

  In the above-described embodiment, the case where the present invention is applied to a vehicle in which the engine is housed in the engine room 2 has been described. However, the present invention is not necessarily limited to this. The present invention may be applied to an electric vehicle that does not use pressure.

  Moreover, it is not necessarily limited to forming the recesses 40 to 43 in the upper, lower, left, and right directions, and forming the front side frame 4 in a substantially cross-shaped cross section. The recess 40 is recessed at least downward and inward in the vehicle width direction. It only has to be formed.

In correspondence between the configuration of the present invention and the above-described embodiment,
The routing member of the present invention corresponds to the first pipe 15,
Similarly,
The auxiliary machine corresponds to the electric vacuum pump 14,
The recess corresponds to the recess 40,
The flange corresponds to the flange 4c, 4e,
The wheel arch forming member corresponds to the mat guard 20,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.
For example, the vehicular auxiliary machine is not necessarily limited to the pump 14 for the brake booster 13 described above, but is connected to a battery to which a harness (routing member) is connected or an oil supply pipe (routing member). It may be a hydraulic tank of a brake system.

4 ... Front side frames 4c, 4e ... Flange 10 ... Suspension tower 13 ... Brake booster 14 ... Electric vacuum pump 15 ... First pipe 15a ... Front / rear direction routing portion 20 ... Mat guard 40 ... Recess

Claims (3)

The auxiliary machine to which the routing member is connected is a structure that is attached to the vehicle width direction outer front portion of the front side frame that extends in the vehicle front-rear direction at both ends in the vehicle width direction of the vehicle front,
The front side frame is formed with a recess recessed downward and toward the inside in the vehicle width direction toward the center thereof, and the recess extends along the longitudinal direction of the frame,
On the upper surface of the front side frame, a flange is provided to stand upward along the longitudinal direction of the frame.
A wheel arch forming member for forming a wheel arch is provided on the outer side in the vehicle width direction of the front side frame,
The routing member has a front-rear direction routing portion that is routed so as to extend a predetermined length rearward of the vehicle immediately after the auxiliary machine on the outer side in the vehicle width direction than the flange.
The front-rear direction routing portion is located between the concave portion and the vehicle inner surface of the wheel arch forming member,
For the vehicle, a portion of the routing member that is behind the vehicle relative to the front-and-rear direction routing portion is routed inward in the vehicle width direction from the front side frame across the flange in the vehicle width direction. Auxiliary equipment mounting structure. The auxiliary equipment mounting structure for a vehicle according to claim 1, wherein a position where the routing member straddles above the flange is set immediately before the suspension tower. The routing member and the auxiliary machine are a pipe connected to a brake booster and an electric vacuum pump,
The vehicle auxiliary machine mounting structure according to claim 1 or 2, wherein the electric vacuum pump increases the negative pressure inside the brake booster by sucking air inside the brake booster through the pipe.

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