Support mechanism of reservoir tank for vehicle

Abstract

To inhibit air bubbles from mixing into a cooling circuit from a reserve tank when an acceleration in a direction different from a gravity direction occurs in a vehicle.SOLUTION: A support mechanism of a vehicle reservoir tank includes a reservoir tank 30 and a displacement device. A coolant is stored in the reservoir tank 30. Further, the reservoir tank 30 is connected to a cooling circuit. The displacement device includes a V actuator 40 and an H actuator 42. The V actuator 40 and the H actuator 42 make an attitude of the reservoir tank 30 variable.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] Disclosed herein is a support mechanism for a reserve tank for a vehicle. [Background technology]

[0002] The reserve tank is connected to the vehicle's cooling circuit. The volume of the refrigerant flowing through the cooling circuit increases when the temperature increases. As the volume of the refrigerant increases, the internal pressure of the cooling circuit increases. As the internal pressure of the cooling circuit increases, refrigerant flows from the cooling circuit into the reserve tank. This prevents the cooling circuit from becoming overpressurized.

[0003] Furthermore, when the temperature of the refrigerant decreases, the volume of the refrigerant decreases. As a result, the internal pressure of the refrigerant circuit decreases. As the internal pressure of the cooling circuit decreases, refrigerant is supplied from the reserve tank to the refrigerant circuit. This prevents excessive pressure reduction in the cooling circuit.

[0004] For example, the reserve tank stores refrigerant in a range of 20% to 50% of its volume. In other words, the reserve tank contains air in addition to the refrigerant. If air bubbles are mixed in when the refrigerant flows out of the reserve tank into the refrigerant circuit, the cooling efficiency decreases. To prevent air bubbles from being mixed in, for example, in Patent Document 1, the inside of the reserve tank is divided into multiple chambers. The first chamber is connected to an inlet port. The height of the ceiling of the first chamber is set lower than the liquid level in the reserve tank. In Patent Document 2, a gas-liquid separation chamber is provided in the reserve tank.

[0005] Patent Document 3 discloses a fluid active suspension. This suspension includes an air spring and a reserve tank. The amount of air supplied from the reserve tank to the air spring is controlled by a valve. In this suspension, the amount of air supplied and discharged is determined so as to cancel out the vertical acceleration generated in the suspension. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2020-159318 A [Patent Document 2] JP 2015-28336 A [Patent Document 3] Japanese Patent Application Publication No. 6-99711 Summary of the Invention [Problem to be solved by the invention]

[0007] Incidentally, when turning at high speed or accelerating / decelerating suddenly, the vehicle experiences acceleration in a direction different from the direction of gravity. For example, the vehicle experiences acceleration in the horizontal direction. At this time, as shown from the upper to lower parts of Fig. 10, the liquid level 103 of the refrigerant 102 becomes uneven. When a part of the refrigerant port 101 is exposed from the liquid level 103, there is a risk of air bubbles being mixed in.

[0008] In view of this, the present specification discloses a support mechanism for a vehicle reserve tank, which is capable of suppressing air bubbles from entering the cooling circuit when acceleration in a direction different from the direction of gravity occurs in the vehicle. [Means for solving the problem]

[0009] This specification discloses a support mechanism for a reserve tank for a vehicle. The support mechanism includes a reserve tank and a displacement device. A refrigerant is stored in the reserve tank. The reserve tank is further connected to a cooling circuit. The displacement device changes the position of the reserve tank.

[0010] According to the above configuration, the attitude of the reserve tank can be changed in response to the acceleration vector generated in the vehicle.

[0011] In the above configuration, the support mechanism for the vehicle reserve tank may include a map data processor, a positioning device, and a controller. The map data processor sets a driving route for the vehicle on the map data. The positioning device acquires the position of the vehicle. The controller controls the displacement device. The controller includes an acceleration predictor. The acceleration predictor predicts an acceleration vector occurring in the vehicle based on acceleration / deceleration operations for the vehicle, the vehicle speed, and road information ahead of the vehicle along the driving route. Furthermore, based on the predicted acceleration vector, the controller calculates an operation amount for the displacement device.

[0012] According to the above-described configuration, an acceleration vector generated in the vehicle is calculated in advance. By changing the attitude of the reserve tank based on a predicted value of the acceleration vector, intrusion of air bubbles into the cooling circuit is suppressed.

[0013] In the above configuration, the displacement device may include a first actuator and a second actuator. The first actuator is rotatable about a vertical axis. The second actuator is rotatable about an axis perpendicular to the vertical axis.

[0014] According to the above configuration, the reserve tank can be displaced on a spherical locus.

[0015] In the above configuration, a port for an inlet and outlet of the refrigerant may be formed in a bottom wall of the reserve tank. In this case, the displacement device displaces the attitude of the reserve tank so that the predicted acceleration vector is perpendicular to the bottom wall of the reserve tank.

[0016] According to the above configuration, when acceleration occurs in the vehicle, the liquid level of the refrigerant is maintained parallel to the bottom wall of the reserve tank. Effect of the Invention

[0017] The support mechanism for a vehicle reserve tank according to the present specification can suppress the intrusion of air bubbles into the cooling circuit when acceleration occurs in the vehicle in a direction different from the direction of gravity. [Brief description of the drawings]

[0018] [Figure 1] 1 is a perspective view illustrating a cooling circuit mounted on a vehicle; [Diagram 2] FIG. [Diagram 3] FIG. 2 is a system diagram illustrating a support mechanism for a reserve tank according to the embodiment; [Figure 4] FIG. 2 is a diagram illustrating an example of a hardware configuration of a reserve tank attitude controller. [Diagram 5] FIG. 2 is a plan view illustrating a process for predicting so-called lateral G acting on a vehicle. [Figure 6] FIG. 11 is a diagram illustrating a synthesis of acceleration vectors. [Figure 7] FIG. 7 is a perspective view showing an example of controlling the attitude of a reserve tank based on the acceleration vector synthesized in FIG. 6. [Figure 8] 13A and 13B are diagrams illustrating another example of the composition of acceleration vectors. [Figure 9] FIG. 9 is a perspective view showing an example of controlling the attitude of a reserve tank based on the acceleration vector synthesized in FIG. 8. [Figure 10] FIG. 1 is a diagram showing a conventional example of when air bubbles get into a cooling circuit. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] The support mechanism for a reserve tank for a vehicle according to an embodiment will be described below with reference to the drawings. The shapes, materials, numbers, and values ​​described below are examples for the purpose of explanation. These elements can be changed as appropriate according to the specifications of the support mechanism for a reserve tank for a vehicle. In addition, the same reference numerals are used for equivalent elements in all drawings below.

[0020] In addition, in Figures 1, 2, and 6 to 9, a Cartesian coordinate system is used to represent the position and direction of each component. This Cartesian coordinate system consists of the FR axis, the RW axis, and the UP axis. The FR axis is the axis in the longitudinal direction of the vehicle. The RW axis is the axis in the transverse direction of the vehicle. The UP axis is the axis in the vertical direction of the vehicle. The positive direction of the FR axis is the front of the vehicle. The positive direction of the RW axis is the right side of the vehicle. The positive direction of the UP axis is upward.

[0021] <Cooling circuit> FIG. 1 illustrates a front portion of a vehicle 10. FIG. 1 illustrates a body shell having a monocoque structure. A powertrain 20 is disposed in an engine compartment 12. The powertrain 20 includes a drive source and a transmission. The drive source is, for example, an internal combustion engine or a rotating electric machine. The powertrain 20 further includes a high-voltage circuit element. The high-voltage circuit element controls the rotating electric machine. For example, an inverter or a DC / DC converter is disposed in the powertrain 20 as the high-voltage circuit element. In addition, a water jacket (not shown) is formed in the powertrain 20. The water jacket is a flow path for a coolant. The water jacket is disposed near the drive source and the high-voltage circuit element. Note that the object to be cooled is not limited to the drive source and the high-voltage circuit element. For example, the object to be cooled may include an in-vehicle part that generates heat, such as a battery.

[0022] A radiator 22 is disposed in front of the engine compartment 12. For example, the radiator 22 is supported by the radiator support 16. The radiator 22 and the powertrain 20 are connected by an inlet pipe 24 and an outlet pipe 26.

[0023] The coolant cooled in the radiator 22 is sent to the powertrain 20 from an inlet pipe 24 by a water pump (not shown). The cooled coolant is returned to the radiator 22 from an outlet pipe 26.

[0024] Furthermore, the radiator 22 is connected to the reserve tank 30. For example, the radiator 22 and the reserve tank 30 are connected by a hose 45. As described later, the reserve tank 30 is displaced by a V actuator 40 and an H actuator 42, which are displacement devices. The hose 45 is made of a flexible material such as rubber so that it can follow this displacement. The length of the hose 45 is determined so that there is a sufficient margin with respect to the shortest distance from the reserve tank 30 to the radiator 22.

[0025] The reserve tank 30 stores a refrigerant 36 (see FIG. 7). The reserve tank 30 is, for example, a rectangular parallelepiped container. A port 34 is opened in the bottom wall 32 of the reserve tank 30. The port 34 is an inlet and outlet for the refrigerant 36. The upper end of a hose 45 is connected to the port 34. The reserve tank 30 is connected to a cooling circuit via the hose 45. The reserve tank 30 is not limited to a rectangular parallelepiped shape. For example, it may be a cylindrical shape or a three-dimensional shape including an uneven surface.

[0026] In the vehicle 10, the cooling circuit includes a power train 20 and a radiator 22. Further included in the cooling circuit are an inlet pipe 24 and an outlet pipe 26 that connect these devices.

[0027] The refrigerant 36 is a so-called coolant liquid. The main component of the coolant liquid is a low-melting point liquid such as ethylene glycol. When the temperature of the refrigerant in the cooling circuit rises, the volume of the refrigerant 36 increases. The internal pressure of the cooling circuit increases with the increase in the volume of the refrigerant 36. At this time, a part of the refrigerant 36 flows into the reserve tank 30 via the hose 45. This prevents the cooling circuit from being overpressurized. Note that the refrigerant 36 is not limited to a coolant liquid. For example, the refrigerant 36 includes liquids such as oil.

[0028] When the temperature of the refrigerant 36 in the cooling circuit drops, the volume of the refrigerant 36 decreases. The internal pressure of the cooling circuit decreases with the decrease in the volume of the refrigerant 36. At this time, a portion of the refrigerant 36 flows into the radiator 22 via the hose 45. This prevents excessive pressure reduction in the cooling circuit.

[0029] When the refrigerant is sent from the reserve tank 30 to the radiator 22, air bubbles may get mixed in the hose 45. For example, when so-called lateral G is generated in the vehicle 10 and the liquid level of the refrigerant 36 becomes uneven, air bubbles may get mixed in the hose 45. Note that lateral G refers to acceleration in the vehicle width direction.

[0030] Therefore, a support mechanism for the reserve tank 30 is provided on the vehicle 10. As described later, when the vehicle 10 is traveling around a curve, acceleration in a direction different from the direction of gravity is input to the vehicle 10. In preparation for this, the displacement device (the V actuator 40 and the H actuator 42) changes the attitude of the reserve tank 30. As a result, the intrusion of air bubbles into the cooling circuit is suppressed.

[0031] <Reserve tank support> Fig. 2 illustrates an example of a peripheral structure of the reserve tank 30. Referring to Fig. 2, a support mechanism for the reserve tank 30 according to this embodiment includes the reserve tank 30, a V actuator 40, an H actuator 42, a rod 41, an arm 43, and a bracket 46. Referring further to Fig. 3, the support mechanism includes a reserve tank attitude controller 50, a navigation ECU 60, a brake sensor 71, an accelerator sensor 73, a vehicle speed sensor 74, an acceleration sensor 75, and a positioning device 76.

[0032] 2, the reserve tank 30 is supported by a bracket 46, a rod 41, and an arm 43. The bracket 46 is fixed to the vehicle body. For example, the bracket 46 is supported by a frame component of the vehicle. For example, the bracket 46 is supported by the inside panel 14 and the upper frame 18. For example, the bracket 46 is fastened to the inside panel 14 and the upper frame 18 by welding or bolting.

[0033] An outer end of the bracket 46 in the vehicle width direction is supported by the inside panel 14 and the upper frame 18. An inner end of the bracket 46 in the vehicle width direction is connected to an upper end of a rod 41. A V actuator 40 is provided on the rod 41. The V actuator 40 and the H actuator 42 are collectively referred to as a displacement device. This displacement device changes the position of the reserve tank 30.

[0034] The V actuator 40 can rotate around a vertical axis C1 as a rotation axis. Hereinafter, the V actuator 40 is also referred to as a "first actuator" as appropriate. For example, the V actuator 40 is made of a servo motor. If the V actuator 40 rotates 360° or more, this will lead to twisting of the hose 45. Therefore, the operating angle of the V actuator 40 is limited to, for example, less than 360°.

[0035] 2, the longitudinal direction of the arm 43 is parallel to the vehicle front-rear axis (FR axis), and the rotation angle of the V actuator 40 at this time is set to 0°.

[0036] An arm 43 is connected to the lower part of the V actuator 40. The arm 43 is C-shaped in a side view (RW axis view). The H actuator 42 and the reserve tank 30 are connected to the lower end of the arm 43.

[0037] The H actuator 42 can rotate around a rotation axis C2. The rotation axis C2 is perpendicular to the vertical axis C1. For example, the rotation axis C2 extends in the horizontal direction. Hereinafter, the H actuator 42 is also referred to as a "second actuator" as appropriate. For example, the H actuator 42 is composed of a servo motor. In addition, in order to suppress twisting of the hose 45, the operating angle of the H actuator 42 is limited to less than 360°.

[0038] 2, the reserve tank 30 is in a vertical position, and the rotation angle of the H actuator 42 at this time is set to 0°.

[0039] The reserve tank 30 rotates together with the H actuator 42. The reserve tank 30 also rotates relative to the arm 43. The reserve tank 30 stores a refrigerant 36. A port 34 is provided in the bottom wall 32. The port 34 is an inlet and outlet for the refrigerant.

[0040] The V actuator 40 rotates about a vertical axis C1. The H actuator 42 rotates about a rotation axis C2. The rotations of the two actuators are combined to displace the reserve tank 30. For example, the trajectory of the reserve tank 30 is a trajectory that moves on a spherical surface.

[0041] An encoder (not shown) may be provided for each of the V actuator 40 and the H actuator 42. The encoder detects the absolute positions of the V actuator 40 and the H actuator 42 within one rotation. For example, if the resolution of the V actuator 40 and the H actuator 42 is 1000 p / rev, the encoder also has a similar resolution. With this resolution, one rotation (1 rev) is resolved into 1000 pulses.

[0042] <Support mechanism system configuration> 3 illustrates an example of a system configuration of a support mechanism for the reserve tank 30. This support mechanism includes a reserve tank attitude controller 50, a navigation ECU 60, a brake sensor 71, an accelerator sensor 73, a vehicle speed sensor 74, an acceleration sensor 75, and a position measuring device .

[0043] The reserve tank attitude controller 50 controls the displacement devices (the V actuator 40 and the H actuator 42). The reserve tank attitude controller 50 is composed of a computer. FIG. 4 shows an example of the hardware configuration of the reserve tank attitude controller 50. The reserve tank attitude controller 50 comprises an input / output controller 50E, a CPU 50A, a RAM 50B, a ROM 50C, and a storage device 50D. These devices are capable of communicating with each other via an internal bus 50F.

[0044] The input / output controller 50E receives signals output from various sensors of the vehicle 10. The input / output controller 50E also transmits drive commands to the V actuator 40 and the H actuator 42. For example, the drive commands are pulse signals. For example, the input / output controller 50E has a pulse signal output (CW_OUT) that commands a clockwise rotation, and a pulse signal output (CCW_OUT) that commands a counterclockwise rotation. Furthermore, a CW_OUT output and a CCW_OUT output are set for each of the V actuator 40 and the H actuator 42.

[0045] The CPU 50A executes calculations based on signals received from the input / output controller 50E to generate drive commands for the displacement devices (i.e., the V actuator 40 and the H actuator 42). The RAM 50B, ROM 50C, storage device 50D, and other memory elements store control programs, data detected by sensors, and the like.

[0046] The CPU 50A executes the control program stored in the storage device 50D or the ROM 50C. As a result, the reserve tank attitude controller 50 is configured with functional blocks as shown in Fig. 3. That is, the reserve tank attitude controller 50 includes an acceleration predictor 52 and a drive signal generator 54.

[0047] The acceleration predictor 52 cooperates with the navigation ECU 60 to calculate a predicted value of the acceleration. This calculation process will be described later. The drive signal generator 54 generates a drive command based on the acceleration calculated by the acceleration predictor 52 and the current positions of the V actuator 40 and the H actuator 42. The displacement angles θv and θh will be described later with reference to Figs. 6 and 8.

[0048] The acceleration predictor 52 also receives signals from a plurality of on-board sensors. For example, the amount of depression of a brake pedal 70 is transmitted to the acceleration predictor 52 from a brake sensor 71. The amount of depression of an accelerator pedal 72 is transmitted to the acceleration predictor 52 from an accelerator sensor 73. The speed value (vehicle speed) of the vehicle 10 is also transmitted to the acceleration predictor 52 from a vehicle speed sensor 74.

[0049] Furthermore, the current value of acceleration is transmitted from the acceleration sensor 75 to the acceleration predictor 52. The acceleration sensor 75 is capable of detecting three orthogonal components of acceleration, for example, in the FR axis direction, the WR axis direction, and the UP axis direction.

[0050] The navigation ECU 60 is configured with a computer. For example, the navigation ECU includes an input / output controller, a CPU, a RAM, a ROM, and a storage device, similar to the one illustrated in FIG.

[0051] The CPU executes a control program stored in the storage device or the ROM. As a result, the navigation ECU 60 is configured with functional blocks as shown in Fig. 3. That is, the navigation ECU 60 includes a map data processor 62 and a map data storage device 64.

[0052] Road map data is stored in the map data storage device 64. The road map data includes the curvature radius R (see FIG. 5) and altitude of the road. The curvature radius R is used for acceleration prediction, which will be described later. Furthermore, the road elevation data allows the uneven structure of the road to be understood. In other words, the vertical acceleration that occurs in the vehicle 10 when passing over an uneven portion of the road can be predicted.

[0053] The map data processor 62 sets the driving route of the vehicle 10 on the map data. For example, the destination of the vehicle 10 is input to the navigation ECU 60 by the driver or the like. The map data processor 62 calculates the route from the current position of the vehicle to the destination. The calculated driving route is set on the map data.

[0054] The positioning device 76 acquires the position of the vehicle 10. The positioning device 76 is, for example, a receiver for a satellite positioning system (Global Navigation Satellite System). Current position information of the vehicle 10 is transmitted to the map data processor 62.

[0055] In the map data, the current position of the vehicle 10 is set on the travel route. This provides road information ahead of the vehicle 10 along the travel route. The road information includes the curve radius R and unevenness conditions described above. Based on this road information, the acceleration predictor 52 predicts the acceleration that will occur to the vehicle 10.

[0056] <Reserve tank attitude control> The acceleration predictor 52 calculates (predicts) an acceleration vector that will occur in the vehicle 10 after a predetermined time. For example, the acceleration predictor 52 calculates an acceleration vector that will occur in the vehicle 10 after one second. As described below, the acceleration predictor 52 predicts the acceleration vector that will occur in the vehicle 10 based on the acceleration / deceleration operation on the vehicle 10, the vehicle speed of the vehicle 10, and road information ahead of the vehicle 10 along the travel route.

[0057] 5, a curve 82 is arranged ahead of a vehicle 10 traveling on a straight road 80. When the vehicle 10 travels around the curve 82, a so-called lateral G is generated in the vehicle 10. The lateral G refers to acceleration in the vehicle width direction.

[0058] The acceleration predictor 52 obtains the curve radius R1 of the curve 82 from the map data. Furthermore, the acceleration predictor 52 obtains the actual vehicle speed Va from the vehicle speed sensor 74. The lateral G, that is, the vehicle width direction acceleration a1, is calculated from the following formula (1).

[0059] a1=Va 2 / R1 [m 2 / s] (1)

[0060] Furthermore, the acceleration predictor 52 acquires an acceleration a0 in the gravity direction (UP axis direction) from the acceleration sensor 75. Here, it is assumed that the acceleration a0 in the gravity direction does not change between the current time and the predicted time.

[0061] 6, the acceleration predictor 52 obtains a resultant acceleration vector a2 from a lateral G acceleration vector a1 and an acceleration vector a0 in the gravity direction. The resultant acceleration vector a2 indicates an acceleration vector generated in the vehicle 10 at the prediction time (e.g., one second later).

[0062] The drive signal generator 54 determines the amount of operation of the displacement device (the V actuator 40 and the H actuator 42) based on the resultant acceleration vector a2. That is, the drive signal generator 54 determines the angle θ H Find 1. Angle θ H corresponds to the displacement angle of the H actuator 42. The drive signal generator 54 also calculates the angle θ V Find 1. Angle θ V corresponds to the displacement angle of the V actuator 40. In the example of FIG. V 1 is 0°.

[0063] 2 illustrates the V actuator 40 and the H actuator 42 in the so-called original position. At this time, the angle θ of the V actuator 40 V is 0°. Similarly, the angle θ H is 0°.

[0064] The drive signal generator 54 detects the current angle θ of the V actuator 40. V 0 and the current angle θ of the H actuator 42 H 0 from an encoder (not shown). Furthermore, the drive signal generator 54 obtains the current angle θ V 0 and predicted angle θ V Difference from 1 Δθ V The drive signal generator 54 also calculates the current angle θ H 0 and predicted angle θ H Difference from 1 Δθ HRequest.

[0065] Next, the drive signal generator 54 calculates Δθ V and Δθ H A drive signal is generated based on Δθ V A drive signal based on Δθ is sent to the V actuator 40. H A drive signal based on this is sent to the H actuator 42.

[0066] The attitude of the reserve tank 30 after the drive signals are sent to the V actuator 40 and the H actuator 42 is illustrated in FIG. V = 0°, the angular position of the V actuator 40 is maintained at the original position. On the other hand, the angular position of the H actuator 42 is rotated clockwise from the original position.

[0067] Due to such a displacement of the reserve tank 30, the bottom wall 32 of the reserve tank 30 is perpendicular to the acceleration vector a2 predicted by the acceleration predictor 52. Therefore, the liquid level of the refrigerant 36 on the bottom wall 32 does not shift, and the port 34 is covered with the refrigerant. This suppresses the intrusion of air bubbles into the port 34.

[0068] Fig. 8 shows an example of a combination of acceleration vectors different from that shown in Fig. 6. In this example, an example is shown in which the brake pedal 70 (see Fig. 3) of the vehicle 10 is depressed immediately before entering the curve 82 in Fig. 5.

[0069] 6, the acceleration predictor 52 calculates the lateral G, that is, the vehicle width direction acceleration a1. Furthermore, the acceleration predictor 52 acquires from the acceleration sensor 75 the acceleration a0 in the gravity direction (UP axis direction).

[0070] Next, the acceleration predictor 52 obtains the depression amount of the brake pedal 70 from the brake sensor 71. Furthermore, referring to Fig. 8, the acceleration predictor 52 calculates a deceleration acceleration a3 generated as a reaction to the deceleration based on the depression amount. Next, the acceleration predictor 52 calculates a resultant acceleration vector a4 by combining the acceleration vectors a0, a1, and a3.

[0071] The drive signal generator 54 calculates the angle θ between the resultant acceleration vector a4 and the UP axis. H The drive signal generator 54 also calculates the angle θ V Find 2.

[0072] Next, the drive signal generator 54 calculates the current angle θ of the V actuator 40. V 0 and the current angle θ of the H actuator 42 H 0 from an encoder (not shown). Furthermore, the drive signal generator 54 obtains the current angle θ V 0 and predicted angle θ V Difference from 2 Δθ V The drive signal generator 54 also calculates the current angle θ H 0 and predicted angle θ H Difference from 2 Δθ H Next, the drive signal generator 54 calculates Δθ V and Δθ H A drive signal is generated based on Δθ V A drive signal based on Δθ is sent to the V actuator 40. H A drive signal based on this is sent to the H actuator 42.

[0073] The V actuator 40 and the H actuator 42 displace the reserve tank 30 as shown in FIG. 9. This displacement makes the bottom wall 32 (see FIG. 7) of the reserve tank 30 perpendicular to the acceleration vector a4 predicted by the acceleration predictor 52. Therefore, the liquid level of the refrigerant 36 on the bottom wall 32 does not shift, and the port 34 is covered with the refrigerant. This prevents air bubbles from entering the port 34.

[0074] In the above description, so-called predictive control is executed as the attitude control of the reserve tank 30. In addition to this, feedback control may be executed. For example, the acceleration predictor 52 may combine a predicted acceleration component with an actual acceleration component occurring in the vehicle 10. Then, the operation amounts of the V actuator 40 and the H actuator 42 are calculated based on the combined acceleration vector.

[0075] In the above embodiment, the displacement control of the reserve tank 30 when the vehicle 10 travels along the curve 82 is exemplified, but the support mechanism according to this embodiment is not limited to this form. For example, the acceleration predictor 52 may predict so-called acceleration G caused by depressing the accelerator pedal 72 (see FIG. 3). The acceleration predictor 52 may also predict acceleration caused by so-called thrust based on the uneven shape of the road surface ahead of the vehicle 10 in the traveling direction. In addition, the acceleration predictor 52 may predict acceleration caused by a combination of these. Based on the predicted acceleration and a resultant acceleration vector based on the gravitational acceleration, the drive signal generator 54 generates drive signals for the V actuator 40 and the H actuator 42.

[0076] In the above embodiment, the V actuator 40 (first actuator) and the H actuator 42 (second actuator) are exemplified as the displacement device that changes the attitude of the reserve tank. However, the displacement device according to the present embodiment is not limited to this example. For example, the displacement device includes an actuator with two orthogonal axes as rotation axes. [Explanation of symbols]

[0077] 10 vehicle, 22 radiator, 30 reserve tank, 32 bottom wall, 34 port, 36 refrigerant, 40 V actuator (displacement device), 42 H actuator (displacement device), 50 reserve tank attitude controller, 52 acceleration predictor, 54 drive signal generator, 60 navigation ECU, 62 map data processor, 64 map data storage device, 70 brake pedal, 71 brake sensor, 72 accelerator pedal, 73 accelerator sensor, 74 vehicle speed sensor, 75 acceleration sensor, 76 positioning device.

Claims

1. a reserve tank in which a refrigerant is stored and which is connected to the cooling circuit; A displacement device that changes the attitude of the reserve tank; A support mechanism for a vehicle reserve tank comprising:

2. 2. A support mechanism for a reserve tank for a vehicle according to claim 1, A map data processor that sets a vehicle driving route on the map data; A positioning device for acquiring the position of the vehicle; A controller for controlling the displacement device; Equipped with The controller includes an acceleration predictor; The acceleration predictor predicts an acceleration vector occurring in the vehicle based on an acceleration / deceleration operation on the vehicle, a vehicle speed of the vehicle, and road information ahead of the vehicle along the travel route; Further, the controller determines an operation amount of the displacement device based on the predicted acceleration vector. A support mechanism for a vehicle reserve tank.

3. 3. A support mechanism for a reserve tank for a vehicle according to claim 1 or 2, comprising: The displacement device is A first actuator rotatable about a vertical axis; A second actuator rotatable about an axis perpendicular to the vertical axis; A support mechanism for a vehicle reserve tank comprising:

4. 4. A support mechanism for a reserve tank for a vehicle according to claim 3, comprising: A port for the inlet and outlet of the refrigerant is formed on the bottom wall of the reserve tank, the displacement device displaces the attitude of the reserve tank so that the predicted acceleration vector and the bottom wall of the reserve tank are perpendicular to each other. A support mechanism for a vehicle reserve tank.

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