Support mechanism for vehicle reserve tank

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] This specification discloses a support mechanism for a vehicle reserve tank. [Background technology]

[0002] The reserve tank is connected to the vehicle's cooling circuit. The refrigerant flowing through the cooling circuit increases in volume when it reaches high temperatures. 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 overpressure in the cooling circuit.

[0003] Furthermore, as the refrigerant temperature decreases, its volume decreases. Consequently, 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. When air bubbles are introduced as the refrigerant flows from the reserve tank into the refrigerant circuit, the cooling efficiency decreases. To prevent air bubble introduction, for example, in Patent Document 1, the inside of the reserve tank is divided into multiple chambers. The first chamber is connected to the inlet port. The ceiling height 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 inside the reserve tank.

[0005] Patent Document 3 discloses a fluid active suspension. This suspension comprises 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 to counteract the vertical acceleration generated in the suspension. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2020-159318 [Patent Document 2] Japanese Patent Publication No. 2015-28336 [Patent Document 3] Japanese Patent Application Publication No. 6-99711 [Overview of the project] [Problems that the invention aims to solve]

[0007] Incidentally, during high-speed turns or sudden acceleration / deceleration, acceleration occurs in a direction different from that of gravity. For example, horizontal acceleration occurs in the vehicle. At this time, as shown from the top to the bottom of Figure 10, the liquid level 103 of the refrigerant 102 becomes uneven. Part of the refrigerant port 101 is exposed from the liquid level 103, which may lead to the introduction of air bubbles.

[0008] Therefore, this specification discloses a support mechanism for a vehicle reserve tank. When an acceleration in a direction different from the direction of gravity occurs in the vehicle, this support mechanism can suppress the entry of air bubbles into the cooling circuit. [Means for solving the problem]

[0009] This specification discloses a support mechanism for a vehicle reserve tank. This support mechanism comprises a reserve tank and a displacement device. The reserve tank stores a refrigerant. Furthermore, the reserve tank is connected to a cooling circuit. The displacement device makes the posture of the reserve tank variable.

[0010] With 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 the driving route of 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. Based on the acceleration / deceleration operation on the vehicle, the vehicle speed, and the road information in front of the vehicle along the driving route, the acceleration predictor predicts the acceleration vector generated in the vehicle. Further, based on the predicted acceleration vector, the controller determines the operation amount of the displacement device.

[0012] According to the above configuration, the acceleration vector generated in the vehicle is calculated in advance. By displacing the posture of the reserve tank based on the predicted value of the acceleration vector, the mixing of 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 around the vertical axis. The second actuator is rotatable around an axis orthogonal 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, which is an inlet / outlet for the refrigerant, may be formed in the bottom wall of the reserve tank. In this case, the displacement device displaces the posture of the reserve tank so that the predicted acceleration vector is orthogonal to the bottom wall of the reserve tank.

[0016] According to the above configuration, when an acceleration occurs in the vehicle, the liquid surface of the refrigerant is held parallel to the bottom wall of the reserve tank.

Effects of the Invention

[0017] The support mechanism for the vehicle reserve tank according to this specification can suppress the mixing of bubbles into the cooling circuit when an acceleration in a direction different from the gravitational direction occurs in the vehicle.

Brief Description of the Drawings

[0018] [Figure 1] This is a perspective view illustrating a cooling circuit installed in a vehicle. [Figure 2] This is a magnified perspective view of the area around the reserve tank. [Figure 3] This is a system diagram illustrating the support mechanism for the reserve tank according to this embodiment. [Figure 4] This diagram illustrates the hardware configuration of the reserve tank attitude controller. [Figure 5] This is a plan view illustrating the process of predicting the so-called lateral G-force that occurs in a vehicle. [Figure 6] This diagram illustrates the synthesis of acceleration vectors. [Figure 7] Figure 6 is a perspective view showing an example of controlling the attitude of a reserve tank based on the acceleration vectors synthesized in Figure 6. [Figure 8] This diagram illustrates another example of acceleration vector composition. [Figure 9] Figure 8 is a perspective view showing an example of controlling the attitude of a reserve tank based on the synthesized acceleration vector. [Figure 10] This figure shows a conventional example of air bubbles entering a cooling circuit. [Modes for carrying out the invention]

[0019] A support mechanism for a vehicle reserve tank according to an embodiment is described below with reference to the drawings. The shapes, materials, quantities, and numerical values ​​described below are illustrative examples. These elements can be appropriately modified according to the specifications of the support mechanism for the vehicle reserve tank. In addition, the same reference numerals are used for equivalent elements in all drawings below.

[0020] Furthermore, in Figures 1, 2, and 6-9, a Cartesian coordinate system is used to represent the position and orientation of each component. This Cartesian coordinate system consists of the FR axis, RW axis, and UP axis. The FR axis is the vehicle's longitudinal axis. The RW axis is the vehicle's width axis. The UP axis is the vehicle's vertical axis. The FR axis is considered positive towards the front of the vehicle. The RW axis is considered positive towards the right side of the vehicle. The UP axis is considered positive towards the upward direction.

[0021] <Cooling circuit> Figure 1 illustrates the front section of the vehicle 10. Figure 1 illustrates a monocoque body shell. The engine compartment 12 houses the powertrain 20. 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. Furthermore, the powertrain 20 includes high-voltage circuit elements. The high-voltage circuit elements control the rotating electric machine. For example, inverters and DC / DC converters are arranged in the powertrain 20 as high-voltage circuit elements. 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 located near the drive source and the high-voltage circuit elements. Note that the objects to be cooled are not limited to the drive source and the high-voltage circuit elements. For example, heat-generating on-board components such as batteries may be included as objects to be cooled.

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

[0023] The refrigerant cooled in the radiator 22 is sent to the powertrain 20 from the inlet pipe 24 by a water pump (not shown). After cooling, the refrigerant is returned to the radiator 22 from the 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 will be described later, the reserve tank 30 is displaced by the displacement devices, the V actuator 40 and the H actuator 42. To be able to follow this displacement, the hose 45 is made of a flexible material such as rubber. The length of the hose 45 is also determined with sufficient margin over the shortest distance from the reserve tank 30 to the radiator 22.

[0025] The reserve tank 30 stores refrigerant 36 (see Figure 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 the inlet and outlet for the refrigerant 36. The upper end of a hose 45 is connected to this port 34. The reserve tank 30 is connected to the cooling circuit via the hose 45. Note that the reserve tank 30 is not limited to a rectangular parallelepiped shape. For example, it may be cylindrical or have a three-dimensional shape including uneven surfaces.

[0026] In vehicle 10, the cooling circuit includes the powertrain 20 and the radiator 22. Furthermore, the cooling circuit includes an inlet pipe 24 and an outlet pipe 26 that connect these components.

[0027] The refrigerant 36 is a so-called coolant liquid. The coolant liquid mainly consists of 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. As the volume of the refrigerant 36 increases, the internal pressure of the cooling circuit increases. At this time, some of the refrigerant 36 flows into the reserve tank 30 via the hose 45. This suppresses overpressure in the cooling circuit. Note that the refrigerant 36 is not limited to coolant liquid. For example, the refrigerant 36 may include liquids such as oil.

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

[0029] When refrigerant is sent from the reserve tank 30 to the radiator 22, there is a risk that air bubbles may enter the hose 45. For example, if so-called lateral G occurs in the vehicle 10 and the liquid level of the refrigerant 36 becomes uneven, air bubbles may enter the hose 45. Lateral G refers to acceleration in the vehicle width direction.

[0030] Therefore, the vehicle 10 is equipped with a support mechanism for the reserve tank 30. As will be described later, when the vehicle is traveling on a curve, an acceleration in a direction different from the direction of gravity is input to the vehicle 10. In preparation for this, displacement devices (V actuator 40 and H actuator 42) change the posture of the reserve tank 30. As a result, the mixing of air bubbles into the cooling circuit is suppressed.

[0031] <Support for the reserve tank> Figure 2 illustrates the surrounding structure of the reserve tank 30. Referring to Figure 2, the support mechanism for the reserve tank 30 according to this embodiment comprises the reserve tank 30, a V actuator 40, an H actuator 42, a rod 41, an arm 43, and a bracket 46. Furthermore, referring to Figure 3, the support mechanism comprises 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] Referring to Figure 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 structural component of the vehicle. For example, the bracket 46 is supported by an inside panel 14 and an 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] The outer end of the bracket 46 in the vehicle width direction is supported by the inside panel 14 and the upper frame 18. The inner end of the bracket 46 in the vehicle width direction is connected to the upper end of the rod 41. A V actuator 40 is provided on the rod 41. The V actuator 40 and the H actuator 42 are collectively called a displacement device. This displacement device makes the posture of the reserve tank 30 variable.

[0034] The V-actuator 40 is rotatable around the vertical axis C1. Hereafter, the V-actuator 40 will also be referred to as the "first actuator" as appropriate. For example, the V-actuator 40 is composed of a servo motor. If the V-actuator 40 rotates more than 360°, it 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] For example, as shown in Figure 2, the longitudinal direction of the arm 43 is parallel to the vehicle's front-rear axis (FR axis). In this case, the rotation angle of the V actuator 40 is set to 0°.

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

[0037] The H actuator 42 is rotatable around the rotation axis C2. The rotation axis C2 is perpendicular to the vertical axis C1. For example, the rotation axis C2 extends horizontally. Hereafter, the H actuator 42 will also be referred to as the "second actuator" as appropriate. For example, the H actuator 42 is composed of a servo motor. In addition, to suppress twisting of the hose 45, the operating angle of the H actuator 42 is limited to less than 360°.

[0038] For example, as illustrated in Figure 2, the reserve tank 30 is in a vertical position. At this time, the rotation angle of the H actuator 42 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 the refrigerant 36. A port 34 is provided in the bottom wall 32. The port 34 is the inlet and outlet for the refrigerant.

[0040] The V actuator 40 rotates around the vertical axis C1. The H actuator 42 also rotates around the pivot axis C2. The combined rotation of these two actuators displaces the reserve tank 30. For example, the trajectory of the reserve tank 30 is such that it moves along 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 position 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 1000p / rev, the encoder will also have a similar resolution. At this resolution, one rotation (1 rev) is resolved into 1000 pulses.

[0042] <System configuration of the support mechanism> Figure 3 illustrates the system configuration of the 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 positioning device 76.

[0043] The reserve tank attitude controller 50 controls the displacement devices (V actuator 40 and H actuator 42). The reserve tank attitude controller 50 is comprised of a computer. Figure 4 illustrates the hardware configuration of the reserve tank attitude controller 50. The reserve tank attitude controller 50 includes an input / output controller 50E, a CPU 50A, RAM 50B, ROM 50C, and a storage device 50D. These components can communicate 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 command is a pulse signal. For example, the input / output controller 50E has a pulse signal output (CW_OUT) that commands clockwise rotation and a pulse signal output (CCW_OUT) that commands counterclockwise rotation. Furthermore, the CW_OUT output and the CCW_OUT output are set for the V actuator 40 and the H actuator 42, respectively.

[0045] The CPU 50A performs 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). Memory elements such as RAM 50B, ROM 50C, and storage device 50D store control programs and data detected by sensors.

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

[0047] The acceleration predictor 52 works in cooperation with the navigation ECU 60 to calculate a predicted value of 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 explained using Figures 6 and 8, which will be described later.

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

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

[0050] The navigation ECU 60 consists of a computer. For example, the navigation ECU includes an input / output controller, a CPU, RAM, ROM, and a storage device, similar to the one illustrated in Figure 4.

[0051] The CPU executes a control program stored in a storage device or ROM. This configures the navigation ECU 60 with a functional block as illustrated in Figure 3. Specifically, the navigation ECU 60 includes a map data processor 62 and a map data storage device 64.

[0052] The map data storage device 64 stores road map data. The road map data includes the curve radius R (see Figure 5) and elevation of the roadway. The curve radius R is used for acceleration prediction, which will be described later. The elevation data of the road allows us to understand the uneven structure of the road. In other words, the vertical acceleration that occurs in the vehicle 10 when passing over uneven sections of the road can be predicted.

[0053] The map data processor 62 sets the vehicle's route on the map data. For example, the destination of the vehicle 10 is entered into the navigation ECU 60 by the driver or other person. The map data processor 62 calculates the route from the vehicle's current location to the destination. The calculated route is then 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 (GlobalNavigation Satellite System). The current position information of the vehicle 10 is transmitted to the map data processor 62.

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

[0056] <Attitude control of the reserve tank> The acceleration predictor 52 calculates (predicts) the acceleration vector that will occur in the vehicle 10 after a predetermined time. For example, the acceleration predictor 52 calculates the acceleration vector that will occur in the vehicle 10 after 1 second. As described below, the acceleration predictor 52 predicts the acceleration vector that will occur in the vehicle 10 based on the acceleration and deceleration operations applied to the vehicle 10, the vehicle speed of the vehicle 10, and road information ahead of the vehicle 10 along the travel path.

[0057] Referring to Figure 5, a curve 82 is positioned in front of a vehicle 10 traveling on a straight road 80. When vehicle 10 travels through the curve 82, so-called lateral G-force is generated in vehicle 10. Lateral G-force refers to acceleration in the width direction of the vehicle.

[0058] The acceleration predictor 52 obtains the curve radius R1 of 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, or vehicle width direction acceleration a1, can be calculated from the following formula (1).

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

[0060] Furthermore, the acceleration predictor 52 obtains the 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 prediction time.

[0061] As illustrated in FIG. 6, the acceleration predictor 52 obtains the combined acceleration vector a2 from the lateral G acceleration vector a1 and the acceleration vector a0 in the gravity direction. The combined acceleration vector a2 indicates the acceleration vector generated in the vehicle 10 at the prediction time (for example, 1 second later).

[0062] The drive signal generator 54 obtains the operation amount of the displacement devices (V actuator 40 and H actuator 42) based on the combined acceleration vector a2. That is, the drive signal generator 54 obtains the angle θ H 1 between the combined acceleration vector a2 and the UP axis. The angle θ H corresponds to the displacement angle of the H actuator 42. Also, the drive signal generator 54 obtains the angle θ V 1 between the combined acceleration vector a2 and the RW axis. The angle θ V corresponds to the displacement angle of the V actuator 40. In the example of FIG. 6, θ V 1 is 0°.

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

[0064] The drive signal generator 54 obtains the current angle θ V 0 of the V actuator 40 and the current angle θ H 0 of the H actuator 42 from an encoder (not shown). Furthermore, the drive signal generator 54 obtains the difference Δθ V between the current angle θ V 0 and the predicted angle θ V 1. Also, the drive signal generator 54 obtains the difference Δθ H between the current angle θ H 0 and the predicted angle θ HWe seek.

[0065] Next, the drive signal generator 54 generates Δθ V and Δθ H Generates a drive signal based on Δθ. V The drive signal based on Δθ is sent to the V actuator 40. H The drive signal based on this is sent to the H actuator 42.

[0066] Figure 7 illustrates the posture of the reserve tank 30 after the drive signals have been transmitted to the V actuator 40 and the H actuator 42. In this example, θ V Since the angle is 0°, the angular position of the V actuator 40 is maintained at its original position. On the other hand, the angular position of the H actuator 42 is rotated clockwise from its original position.

[0067] Due to this 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 is not uneven, and the port 34 is covered with refrigerant. This suppresses the mixing of air bubbles into the port 34.

[0068] Figure 8 shows an example of acceleration vector synthesis that differs from Figure 6. In this example, Figure 5 shows the case where the brake pedal 70 (see Figure 3) of vehicle 10 is pressed just before entering curve 82.

[0069] The acceleration predictor 52 calculates the lateral G, or vehicle width direction acceleration a1, similar to the example in Figure 6. Furthermore, the acceleration predictor 52 obtains the acceleration a0 in the direction of gravity (UP axis direction) from the acceleration sensor 75.

[0070] Next, the acceleration predictor 52 obtains the amount of pressure applied to the brake pedal 70 from the brake sensor 71. Furthermore, referring to Figure 8, the acceleration predictor 52 determines the deceleration acceleration a3 that occurs as a reaction to deceleration based on the amount of pressure applied. Next, the acceleration predictor 52 calculates the combined acceleration vector a4 by combining the acceleration vectors a0, a1, and a3.

[0071] The drive signal generator 54 generates a composite acceleration vector a4 and the angle θ with respect to the UP axis. H The solution is calculated as follows: The drive signal generator 54 also calculates the combined acceleration vector a4 and the angle θ with the RW axis. V Find 2.

[0072] Next, the drive signal generator 54 controls the current angle θ of the V actuator 40. V 0 and the current angle θ of the H actuator 42 H A value of 0 is obtained from the encoder (not shown). Furthermore, the drive signal generator 54 receives the current angle θ. V 0 and predicted angle θ V The difference Δθ from 2 V The drive signal generator 54 determines the current angle θ. H 0 and predicted angle θ H The difference Δθ from 2 H Next, the drive signal generator 54 calculates Δθ. V and Δθ H Generates a drive signal based on Δθ. V The drive signal based on Δθ is sent to the V actuator 40. H The drive signal based on this is sent to the H actuator 42.

[0073] The V actuator 40 and H actuator 42 displace the reserve tank 30 as illustrated in Figure 9. This displacement causes the bottom wall 32 of the reserve tank 30 (see Figure 7) to be 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 is not uneven, and the port 34 is covered with refrigerant. This suppresses the mixing of air bubbles into the port 34.

[0074] In the above explanation, so-called predictive control was performed as attitude control for the reserve tank 30. In addition to this, feedback control may also be performed. For example, the acceleration predictor 52 may combine the predicted acceleration component with the actual acceleration component generated in the vehicle 10. Based on the combined acceleration vector, the manipulated amounts for the V actuator 40 and the H actuator 42 are determined.

[0075] Furthermore, while the above-described embodiment illustrates the displacement control of the reserve tank 30 when the vehicle 10 travels along a curve 82, the support mechanism according to this embodiment is not limited to this form. For example, the acceleration predictor 52 may predict the so-called acceleration G caused by pressing the accelerator pedal 72 (see Figure 3). In addition, the acceleration predictor 52 may predict the acceleration caused by so-called jolts based on the uneven shape of the road surface in front of the vehicle 10 in the direction of travel. Moreover, the acceleration predictor 52 may predict accelerations resulting from combinations of these. Based on the predicted acceleration and the composite acceleration vector based on gravitational acceleration, the drive signal generator 54 generates drive signals for the V actuator 40 and the H actuator 42.

[0076] Furthermore, in the above-described embodiment, a V actuator 40 (first actuator) and an H actuator 42 (second actuator) were exemplified as displacement devices for varying the posture of the reserve tank. However, the displacement device according to this embodiment is not limited to this example. For example, the displacement device includes actuators that rotate using two orthogonal axes as 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 Accelerometer, 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 Accelerometer, 76 Positioning Device.

Claims

1. A reserve tank where refrigerant is stored and connected to the cooling circuit, A displacement device for varying the posture of the reserve tank, A controller for controlling the displacement device, Equipped with, Ports, which serve as inlets and outlets for refrigerant, are formed in the bottom wall of the aforementioned reserve tank. The controller determines the amount to be manipulated by the displacement device based on the acceleration vector predicted to occur in the vehicle. The displacement device displaces the posture of the reserve tank based on the manipulated amount such that the acceleration vector and the bottom wall of the reserve tank are orthogonal. Support mechanism for a vehicle's reserve tank.

2. A support mechanism for a vehicle reserve tank according to claim 1, A map data processor that sets the vehicle's travel route on the map data, A positioning device that acquires the position of the aforementioned vehicle, Equipped with, The controller includes an acceleration predictor, The acceleration predictor predicts the acceleration vector based on the acceleration and deceleration operations applied to the vehicle, the vehicle speed, and road information ahead of the vehicle along the travel path. Support mechanism for a vehicle's reserve tank.

3. A support mechanism for a vehicle reserve tank according to claim 1 or 2, The displacement device is A first actuator that can rotate around a vertical axis, A second actuator that can rotate around an axis perpendicular to the vertical axis, A support mechanism for a vehicle's reserve tank, equipped with the following features.

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