JP2527159Y2 - Mounting structure of actuator unit for anti-skid system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> This invention relates to a mounting structure of an actuator unit for an anti-skid system.

<Prior Art> When braking suddenly or when braking on slippery roads such as snowy roads, wheels are easily locked, the stability of the vehicle is impaired, and the braking distance becomes long. Therefore, anti-skids that detect the wheel rotation speed during braking with a sensor and control the braking force (brake fluid pressure) by electronic control to prevent locking of the wheels and improve braking performance and turning performance during braking The system is adopted (see "Section 12 Tires and Brakes", published by Sankaido, "Automotive Engineering Complete Book 12").

FIG. 4 is a view showing a mounting structure of a conventional actuator unit for an anti-skid system.

1 is an actuator unit, front brake 2
It is for increasing or decreasing or maintaining the brake fluid pressure sent to the rear brake 3 and is mounted at the forefront position of the engine room E (just behind the right headlamp 4). The actuator unit 1 is connected by a brake pipe 7 to a brake booster (power booster) 6 with a master cylinder 5 attached to the rearmost position (near the right strut housing H) of the engine room E. ing. That is, the brake fluid is sent from the brake booster 6 to the actuator unit 1 via the master cylinder 5 through the dedicated brake pipe 7, and from there, is sent to the front brake 2 and the rear brake 3 while being controlled so as not to lock the wheels. It is supposed to be.

<Problem to be Solved by the Invention> However, in such a conventional technique, the actuator unit 1 is mounted at a position where the actuator unit 1 is easily damaged at the time of a vehicle collision (the foremost position of the engine room E). It is necessary to provide a protector for protection in the actuator unit 1 in order to reduce damage of the actuator unit 1 as much as possible, which is disadvantageous in terms of workability of mounting the actuator unit 1 and cost.

Further, the brake fluid is sent from the brake booster 6 located at the rear of the engine room E to the actuator unit 1 at the foremost position, and then sent to the front brake 2 and the rear brake 3 again. In addition, the route was complicated. That is, since a portion corresponding to the portion between the brake booster 6 and the actuator unit 1 is also a portion where many devices and equipment are densely packed in the engine room E, if the brake pipe 7 is to pass therethrough, the entire length is inevitably long. Indeed, the route becomes complicated. In addition, the total length of the brake pipe 7 is increased, so that the overall weight of the vehicle is increased and the pipe workability and cost are disadvantageous.

The present invention has been made in view of such conventional technology, and it is necessary to provide a mounting structure for an actuator unit for an anti-skid system which is hardly damaged at the time of a vehicle collision and does not make the brake piping redundant and complicated. Is what you do.

<Means for Solving the Problems> The mounting structure of the actuator knit for the anti-skid system according to the present invention has an L-shaped actuator unit including a vertical portion and a horizontal portion, in order to achieve the above object. The front end is located between the front end and the rear end of the strut housing near the inside of the strut housing where the brake booster is not arranged, and the actuator unit directs the horizontal portion toward the center in the vehicle width direction. In this state, it is fixed to the upper surface of the side member of the vehicle body via a bracket.

<Operation> Since the actuator unit is mounted near the strut housing, it is less likely to be damaged at the time of collision. Therefore, an exclusive protection protector is not required, which is advantageous in terms of workability of mounting the actuator unit and cost.

Also, since the actuator unit is installed near the strut housing where the brake booster is not located, the brake piping between the brake booster and the actuator unit is not densely packed with various devices and equipment in the engine room. It can be provided by effectively utilizing the space that is not used. Therefore, since the route of the brake pipe is not complicated and its length can be shortened, it is advantageous in terms of workability and cost of the brake pipe, and the overall weight of the automobile can be reduced. The space in the front-rear direction of the vehicle body in the engine room can be reduced as compared with the case where the actuator unit is mounted on the same side as the brake booster, and the front overhang of the vehicle body can be shortened accordingly.

Further, since the actuator unit is fixed to the upper surface of the side member of the vehicle body near the inner side of the strut housing with the horizontal portion facing the center in the vehicle width direction via the bracket, the actuator unit is Of the dash panel and the hood ridge, it is mounted on a relatively rigid part near the dash panel and the hood ridge, which improves the mounting rigidity of the actuator unit and reduces the strut housing from falling into the engine room during a collision. On the other hand, since the upper end of the vertical portion of the actuator unit comes into contact with a position where strut housing is large, and absorbs the energy of inward fall, it is possible to prevent the strut housing from being struck.

<Embodiment> A preferred embodiment of the present invention will be described below with reference to FIGS. In addition, the description which overlaps with the conventional one is omitted.

Reference numeral 8 denotes an actuator unit, which is located near the inside of the strut housing H on the left side (L direction in the drawing) in the engine room E and behind the front end 9 in the front of the strut housing H (F direction in the drawing) by D (B in the drawing). Direction) in the strut housing H,
It is fixed to the upper surface of the side member 10 of the vehicle body via a bracket A. The actuator unit 8 is composed of a horizontal portion 8a and a vertical portion 8b, and a relay unit 17, which has been integrated into the actuator unit 8 in the past, is separately attached to a nearby vehicle body portion so as to be viewed from the front (FIG. 2). (See FIG. 3), and the whole has a substantially inverted L shape. That is, the actuator unit 8 is fixed with the horizontal portion 8a facing the center in the vehicle width direction (opposite the strut housing H). Reference numeral 11 denotes a brake booster, which is disposed near the strut housing H on the right side (in the direction R in the drawing) of the engine room E together with the master cylinder 12.
The space between the brake booster 11 and the actuator unit 8, that is, the space immediately above the dash panel 13 is not densely packed with other devices and equipment, so both are short and simple brake pipes (not shown). Connected by Accordingly, the overall length of the brake pipe is shortened and the route is simplified. Also,
Since the upper space immediately before the dash panel 13 exists in a substantially dead space in the engine room E, the space in the engine room E can be effectively used, and for a small car that does not have much room in the engine room E. It is suitable. Further, compared with the case where the actuator unit 8 is mounted on the same side as the brake booster 11, the space in the vehicle body longitudinal direction in the engine room E can be short-circuited, and the front overhang of the vehicle body can be shortened accordingly.

Reference numeral 14 denotes an air conditioner tube, and reference numeral 15 denotes a heater hose, which is led from the engine room E through the dash panel 13 to an air conditioner arranged on the vehicle interior side. One of the outside (left side) of the air conditioner tubes 14 utilizes a space S formed above the horizontal portion 8a and beside the vertical portion 8b in the actuator unit 8, and interferes with the actuator unit 8. It is installed in a state where it is avoided.

Further, a fuel filter 16 is attached to the inside (right side) of the actuator unit 8. The fuel filter 16 is mounted at a position d behind the front end of the actuator unit 8.

 Next, the case of a vehicle collision will be described.

Even in the case of a frontal collision of the vehicle, the actuator unit 8 is mounted in the vicinity of the strut housing H and at a position D behind the front end 9 of the strut housing H. Even if the engine and other equipment and devices move rearward due to the collision, they hit the front end 9 of the strut housing H before the actuator unit 8, so that the actuator unit 8 is protected by the strut housing H. Become. Therefore, there is no need to separately provide a dedicated protector to protect the actuator unit 8. Further, the fuel filter 16
Is located at the position inside the actuator unit 8 and behind the front end of the actuator unit 8 by d, so that the engine and other equipment / devices which are similarly retracted by the collision hit the actuator unit 8, As a result, the fuel filter 16 is less likely to be damaged, so that a fire at the time of a collision can be prevented, which is preferable in terms of safety.
Further, since the actuator unit 8 is fixed to the upper surface portion of the member 10 of the vehicle body again via the bracket A near the inside of the strut housing H, the actuator unit 8 includes the dash panel and the hood of the side member 10. The actuator unit 8 is attached to a relatively high rigidity portion near the ridge, so that the mounting rigidity of the actuator unit 8 is improved, and the strut housing H falls into the engine room E side during a collision. Since the upper end of the vertical portion 8a in FIG. 8 contacts the high position of the strut housing H and absorbs the energy of the inward fall, the inward fall of the strut housing H can also be prevented. Further, the fuel filter 16 located further inside the actuator unit 8 can be protected by the actuator unit 8. That is, the strut housing H which falls inward
The actuator unit 8 can receive various devices such as a canister, an air cleaner, and a resonator attached to itself or the periphery thereof.

<Effects of the Invention> The mounting structure of the actuator unit for the anti-skid system according to the present invention has the contents described above. Since the actuator unit is mounted near the strut housing, it is damaged by collision. It becomes difficult. Therefore, no special protective protector is required, which is advantageous in terms of the workability of mounting the actuator unit and the cost.

Also, since the actuator unit is installed near the strut housing where the brake booster is not located, the brake piping between the brake booster and the actuator unit is not densely packed with various devices and equipment in the engine room. It can be provided by effectively utilizing the space that is not used. Therefore, since the route of the brake pipe is not complicated and its length can be shortened, it is advantageous in terms of workability and cost of the brake pipe, and the overall weight of the automobile can be reduced. As compared with the case where the actuator unit is mounted on the same side as the brake booster, the front-rear space in the vehicle body in the engine room can be short-circuited, and the front overhang of the vehicle body can be shortened accordingly.

In addition, since the actuator unit is fixed to the upper surface of the side member of the vehicle body near the inside of the strut housing via a bracket, the actuator unit is located near the dash panel and the hood ridge of the side member. The actuator unit can be mounted on a relatively high rigidity part, and the mounting rigidity of the actuator unit is improved.In addition, when the strut housing falls down toward the engine room during a collision, the upper end of the vertical part of the actuator unit is Since the energy of the inward fall is absorbed by contacting a high position of the strut housing, the inward fall of the strut housing can be prevented.

Furthermore, if the fuel filter is located inside the actuator unit and behind the front end of the actuator unit as in the embodiment, the fuel filter can be protected by the actuator unit at the time of collision, and safety at the time of collision can be reduced. improves.

[Brief description of the drawings]

FIG. 1 is a perspective view showing the mounting structure of the actuator unit according to an embodiment of the present invention, FIG. 2 is a front view seen from the direction of arrow II in FIG. 1, and FIG. 3 is the direction of arrow III in FIG. FIG. 4 is a schematic perspective view of an automobile equipped with an anti-skid system according to a conventional example of the present invention. 8 Actuator unit 8a Horizontal part 8b Vertical part 9 Front end of strut housing 10 Side member 11 Brake booster A Bracket H Strut housing

Claims (1)

(57) [Scope of request for utility model registration] A substantially L-shaped actuator unit comprising a vertical portion and a horizontal portion is provided near an inner side of a strut housing on which a brake booster is not disposed and a front end of which is formed between a front end and a rear end of the strut housing. An anti-skid system, wherein the actuator unit is fixed to the upper surface of the side member of the vehicle body via a bracket with the horizontal portion facing the center in the vehicle width direction. Mounting structure of actuator unit.