JP4725270B2 - Structure of cooling device for power control unit - Google Patents

Description

  The present invention relates to a structure of a cooling device, and more particularly to a structure of a cooling device for a power control unit mounted on a vehicle.

  As a driving source for traveling, a hybrid vehicle including an engine and an electric motor that uses a battery as a power source is known. In a hybrid vehicle, a PCU (Power Control Unit) that is a power control unit that supplies electric power to an electric motor mounted on the vehicle is mounted. Further, the PCU is cooled by a cooling liquid (for example, LLC (Long Life Coolant)) in order to suppress a temperature rise by an IPM (Intelligent Power Module) configured by an internal electric circuit (power element). The PCU coolant is heat-exchanged with the outside air by an electric water pump and a radiator that are separate from the engine coolant. The electric water pump circulates the coolant between the radiator and the PCU which are different from the engine coolant provided on the side of the engine coolant radiator. For this reason, a plurality of power cables and an input line and an output line for the coolant are connected to the PCU.

  In relation to such a cooling device, Japanese Patent Application Laid-Open No. 2005-9338 (Patent Document 1) discloses a technique capable of cooling a PCU mounted on a vehicle satisfactorily even when the vehicle is inclined. Yes.

  The cooling device disclosed in Patent Document 1 is a cooling device that cools a heating object mounted on a vehicle, and includes a reserve tank, a water pump, and a control device that controls the water pump. The control device includes a detection device for detecting the state of the vehicle, and a control device for controlling the water pump so as to suppress air entrapment in the reserve tank based on the state of the vehicle.

According to the invention disclosed in this publication, the state of the vehicle such as the traveling state of the vehicle and the gradient state of the road surface on which the vehicle is traveling is detected by the detection device. When the coolant level at the outlet of the reserve tank becomes low, air can be trapped (air can enter the outlet or air can be trapped in the flowing coolant), and the water pump can lock the air. In other words, the flow of the coolant is hindered by air bubbles), and the water pump cannot circulate the coolant. The control device controls the water pump, for example, so as to reduce the discharge flow rate of the water pump, based on the state of the vehicle, which is the detection result of the detection device, so as not to cause this air biting. When the discharge flow rate of the water pump decreases, the circulating coolant flow rate decreases. The reserve tank is configured in such a manner that an area divided by a plurality of partition walls can communicate. When the flow rate is reduced, the difference in liquid level between these areas is reduced, and the liquid level of the cooling liquid at the outlet is not lowered. As a result, it is possible to provide a cooling device that can satisfactorily cool a heating object mounted on a vehicle such as a PCU even when the vehicle is inclined.
JP 2005-9338 A

  However, in order to prevent air from being caught when the vehicle is tilted by the cooling device disclosed in Patent Document 1, a control device for controlling the water pump is required. The control device also requires a detection device for detecting the state of the vehicle. In addition, a reserve tank having a complicated structure having a plurality of partition walls is also required. Therefore, the cost of the cooling device has increased.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to simplify the structure of a cooling device that suppresses a decrease in cooling performance due to air entrapment even when the vehicle is inclined. It is to provide at low cost with a simple structure.

  The structure of the cooling device according to the first invention is a structure of a cooling device for a power control unit mounted on a vehicle, and a reserve tank for storing the coolant and a coolant installed below the reserve tank It includes a conduit that is circulated and a supply path that is substantially vertical. The supply path has an upper end connected to the reserve tank and a lower end connected to the pipeline, and supplies the coolant stored in the reserve tank to the pipeline. Further, the maximum inner wall width at the lower end of the supply path and the length of the supply path satisfy predetermined conditions.

  According to the first aspect of the invention, the coolant circulates in the pipeline installed below the reserve tank, and therefore does not circulate in the reserve tank installed above the pipeline. Therefore, the circulating coolant does not entrain the air in the reserve tank and flow out to the pipeline. Further, the reserve tank and the pipe line installed below the reserve tank are connected by a substantially vertical supply path. Gravity acts on the coolant in the reserve tank and the supply path, and the supply path is filled with the coolant. It is conceivable that the liquid level of the coolant in the reserve tank is inclined due to traveling, sudden start, sudden stop, sudden turning, etc. of the vehicle on a steep slope, and the air in the reserve tank enters the supply path. However, the supply path has a condition that the maximum inner wall width at the lower end and the length of the supply path are determined in advance (for example, the liquid level of the coolant when the cooling device is tilted is lower than the lower end of the supply path). Satisfy the condition that it must not. Thereby, even when the liquid level of the coolant in the reserve tank is inclined, the air in the reserve tank does not enter the pipeline. As a result, even when the vehicle is inclined, the structure of the cooling device that suppresses the deterioration of the cooling performance due to air biting can be provided with a simple structure at a low cost.

  In the structure of the cooling device according to the second invention, in addition to the configuration of the first invention, the predetermined condition is that the liquid level of the cooling liquid when the cooling device is tilted is lower than the lower end of the supply path. It is a condition that it does not go down.

  According to the second invention, the liquid level of the coolant when the cooling device is tilted does not fall below the lower end of the supply path. Therefore, even when the cooling device is tilted, the air in the reserve tank does not enter the pipeline.

  In the structure of the cooling device according to the third invention, in addition to the configuration of the first invention, the predetermined condition is that the cooling device is tilted with the supply channel and the pipe filled with the coolant. This is a condition that the liquid level of the coolant does not fall below the lower end of the supply path.

  According to the third invention, if the supply path is filled with the coolant, the liquid level of the coolant when the cooling device is tilted does not fall below the lower end of the supply path. Therefore, the air in the reserve tank does not enter the pipe line regardless of the amount of the coolant in the reserve tank or the state of inclination.

  In the structure of the cooling device according to the fourth invention, in addition to the configuration of the second or third invention, the state where the cooling device is tilted is a state where the cooling device is tilted by a predetermined angle.

  According to the fourth invention, when the cooling device is tilted by a predetermined angle (for example, an angle based on the maximum tilt angle allowed for the vehicle, an angle based on the tilt of the coolant due to the maximum acceleration acting on the vehicle). The liquid level of the cooling liquid does not become lower than the lower end of the supply path. Therefore, for example, even if it is assumed that the vehicle is tilted to the maximum or receives the maximum acceleration, the air in the reserve tank does not enter the pipeline.

  In the structure of the cooling device according to the fifth aspect, in addition to the structure of the fourth aspect, the predetermined angle is determined based on the maximum inclination angle allowed for the vehicle.

  According to the fifth invention, the liquid level of the cooling liquid when the cooling device is inclined by an angle based on the maximum inclination angle allowed for the vehicle does not fall below the lower end of the supply path. Therefore, even if the vehicle is tilted to the maximum, air in the reserve tank does not enter the pipeline.

  In the structure of the cooling device according to the sixth invention, in addition to the structure of the fourth invention, the predetermined angle is based on the maximum inclination angle at which the coolant is inclined due to the maximum acceleration acting on the vehicle. Determined.

  According to the sixth aspect of the invention, the liquid level of the cooling liquid when the maximum acceleration acting on the vehicle is given to the cooling device and the cooling liquid is inclined to the maximum does not become lower than the lower end of the supply path. Therefore, even if the vehicle receives the maximum acceleration, the air in the reserve tank does not enter the pipeline.

  In the structure of the cooling device according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, the supply path is connected to the lower surface of the reserve tank.

  According to the seventh aspect, the supply path is connected to the lower surface of the reserve tank. Even when the cooling liquid in the reserve tank decreases and the liquid level of the cooling liquid moves downward, the cooling liquid exists on the lower surface of the reserve tank. Therefore, the coolant is reliably stored in the supply path. As a result, no air is caught.

  In the structure of the cooling device according to the eighth invention, in addition to the configuration of any one of the first to seventh inventions, the pipe line is provided so as to contact a heat generating object in the power control unit.

  According to the eighth invention, the heat generating object in the power control unit is in contact with the pipe line. Therefore, the thermal conductivity from the heat generating object to the pipe line is increased. Thereby, the heat generating object in the power control unit is efficiently cooled.

  In the structure of the cooling device according to the ninth invention, in addition to the configuration of any one of the first to eighth inventions, the reserve tank is mounted on the upper part of the case covering the power control unit.

  According to the ninth aspect, by installing the reserve tank above the case that covers the power control unit, it is possible to effectively utilize a limited mounting area (for example, in the engine room of the vehicle).

  In the structure of the cooling device according to the tenth invention, in addition to the structure of the ninth invention, the supply path is provided inside a case that covers the power control unit.

  According to the tenth invention, it is not necessary to provide the supply path outside the case covering the power control unit. Therefore, the limited mounting area can be used effectively.

  In the structure of the cooling device according to the eleventh invention, in addition to the structure of the tenth invention, the supply path is provided in the side wall of the case covering the power control unit.

  According to the eleventh invention, the case covering the power control unit has a function as a coolant supply path and a function as a case covering the power control unit. Therefore, it is possible to reduce the number of components of the cooling device and the number of assembling steps.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated. In the present embodiment, a PCU cooling device mounted on a hybrid vehicle will be described. However, vehicles to which this PCU cooling device can be applied are not limited to hybrid vehicles. For example, the PCU cooling device can be applied to an electric vehicle and a fuel cell vehicle that are also equipped with the PCU.

<First Embodiment>
With reference to FIG. 1, components of a vehicle on which a PCU cooling device 700 according to the present embodiment is mounted will be described.

  As shown in FIG. 1, an engine room, a PCU 200, and a front transaxle 300 are provided in an engine room covered with a hood 400 of a vehicle 500.

  The output shaft of engine 100 is connected to the input shaft of front transaxle 300. Inside the front transaxle 300, a vehicle driving motor (not shown) is provided. The motor is driven based on electric power supplied via a PCU 200 from a battery (not shown). A power split mechanism (not shown) is provided inside the front transaxle 300. Thereby, the driving force of the engine and the driving force of the motor are switched, and the motor assists the driving force of the engine 100, or the driving force is generated only by the motor.

  The output shaft of the front transaxle 300 is connected to the tire 150 via a drive shaft (not shown). The vehicle 500 travels by the driving force transmitted from the front transaxle 300 to the tire 150.

  The PCU 200 includes electrical devices such as a boost converter that converts a voltage supplied from a battery into a high voltage, and an inverter unit that converts a high-voltage direct current into an alternating current for driving a motor. The PCU 200 is cooled with a coolant in order to suppress the temperature rise of these electric devices. A reserve tank 600 for storing a coolant is provided at the upper part of the PCU 200.

  With reference to FIG. 2, PCU cooling apparatus 700 according to the present embodiment will be described. In the hybrid vehicle, the engine 100, the motor, the PCU 200, and the like are mounted in the engine room. Furthermore, from the viewpoint of protecting pedestrians, for example, mounting of parts in the region 410 in the engine room within a certain distance from the hood should be avoided. Therefore, the reserve tank 600 according to the present embodiment is configured to have a low height H from the lower surface to the cap, and is installed on the upper part of the PCU 200 in the engine room.

  With reference to FIG. 3, PCU cooling apparatus 700 according to the present embodiment will be described. The PCU cooling device 700 includes a PCU 200, a reserve tank 600, and circulation hoses 710 and 720.

  The PCU 200 includes an IPM 204 configured by an electronic circuit that generates heat, a capacitor 206 that buffers electric charges from the battery, and a PCU case 202 that covers them. A cooling liquid reserve tank 600 is provided on the PCU 200. 4 is a cross-sectional view taken along the line 4-4 in FIG.

  The PCU case 202 is an aluminum case that is manufactured by die casting and covers the IPM 204 and the capacitor 206. The PCU case 202 also functions as a component of the PCU cooling device. That is, the PCU case 202 includes a heat sink part 210, a coolant inlet part 214, a coolant outlet part 216, and a coolant supply path 218. The heat sink part 210 has a cooling fin part 212 that improves the efficiency of heat exchange. The cooling fin portion 212 is obtained by processing a part of the PCU case 202 into a fin shape. A coolant cover 230 is installed outside the heat sink part 210, and the coolant flows between the PCU case 202 and the coolant cover 230.

  The reserve tank 600 is installed in the upper part of the PCU case 202 and is connected to the coolant supply path 218 through the upper end connection part 222. A coolant 602 is stored in the reserve tank 600, and an upper portion thereof serves as an air portion 604.

  The coolant supply path 218 is a passage for supplying coolant from the reserve tank 600 to the coolant inlet portion 214 when the coolant is insufficient, and is provided substantially vertically in the side wall of the PCU case 202. The inner wall of the coolant supply path 218 is formed in a hollow cylindrical shape. The upper end connection portion 222 is connected to the lower surface of the reserve tank 600, and the lower end connection portion 224 is connected to the upper surface of the coolant inlet portion 214.

  When the vehicle 500 travels on a steep road surface or when the vehicle 500 is accelerated by a sudden start, a sudden stop, a sudden turn, or the like, the liquid level of the coolant is inclined. At this time, the liquid level of the coolant may be lower than the lower end connection part 224, and air may enter the coolant inlet part 214. In the present embodiment, the coolant supply path 218 has a structure that prevents such air from entering. That is, the maximum inner wall width of the lower end connection portion 224 of the coolant supply path 218 and the length of the coolant supply path 218 are configured such that the inclined coolant surface does not fall below the lower end connection portion 224. Yes.

  With reference to FIGS. 5 and 6, the structure of the coolant supply path 218 will be described. For example, as shown in FIG. 5A, the maximum inner wall width K (1) of the lower end connection portion 224 and the supply path of the length L (1) of the coolant supply path 218 are relative to the maximum inner wall width K (1). Because the length L (1) of the coolant supply path 218 is small, the liquid level when the coolant is at the maximum inclination is below the lower end connection portion 224. Therefore, when the liquid level is inclined to the maximum inclination angle α, the air part 604 enters the coolant inlet part 214 at the inclination angle α (1). In the coolant supply path 218 according to the present embodiment, for example, as shown in FIG. 5B, the length of the coolant supply path 218 is set to L with respect to the maximum inner wall width K (1) of the lower end connection portion 224. The structure is enlarged as shown in (2). Thereby, the liquid level at the time of the maximum inclination of the coolant does not become lower than the lower end connection portion 224, and the structure of the coolant supply path 218 becomes a structure that prevents air from entering.

  For example, as shown in FIG. 6A, in the supply path having the maximum inner wall width K (2) of the lower end connection portion 224 and the length L (3) of the coolant supply path 218, the coolant supply path 218 Since the maximum inner wall width K (2) is larger than the length L (3), the liquid level at the time of the maximum inclination of the coolant is below the lower end connection portion 224. Therefore, when the liquid level is inclined to the maximum inclination angle α, the air part 604 enters the coolant inlet part 214 at the inclination angle β (1). For example, as shown in FIG. 6B, the coolant supply path 218 according to the present embodiment has a maximum inner wall width of the lower end connection portion 224 that is K with respect to the length L (3) of the coolant supply path 218. The structure is as small as (3). Thereby, the liquid level at the time of the maximum inclination of the coolant does not become lower than the lower end connection portion 224, and the structure of the coolant supply path 218 becomes a structure that prevents air from entering.

  In addition, the maximum inclination angle α of the liquid level of the coolant can be appropriately determined depending on the vehicle. Further, in the present embodiment, the hollow cylindrical coolant supply path provided in the vertical direction has been described, but the relationship between the maximum inner wall width of the lower end connection portion and the length of the coolant supply path is the maximum tilt. As long as the liquid level of the cooling liquid is not lower than the lower end connection portion, the cooling liquid supply path is not limited to being a hollow cylindrical shape or provided in the vertical direction. For example, it may be a hollow rectangular parallelepiped cooling liquid supply path that is inclined.

  The operation of the PCU cooling device according to the present embodiment based on the above structure will be described.

  When the driver travels the vehicle 500, the coolant starts to circulate between the radiator (not shown) and the PCU 200 by an electric water pump (not shown) separate from the coolant of the engine 100. The coolant circulated from the circulation hose 710 flows into the heat sink portion 210 from the coolant inlet portion 214. The heat sink part 210 is cooled by absorbing the heat of the cooling fin part 212 when the coolant flows through the heat sink part 210. As a result, the IPM 204 installed on the side surface of the heat sink unit 210 is cooled. The coolant that has absorbed the heat flows out from the coolant outlet 216 to the circulation hose 710 and releases heat to the outside air via the radiator.

  When the coolant is insufficient, the coolant 602 in the reserve tank 600 moves to the coolant inlet 214 through the coolant supply path 218. However, the coolant 602 in the reserve tank 600 does not flow into the circulation path by entraining the air in the reserve tank 600.

  When the vehicle 500 travels straight on a flat ground at a constant speed, as shown in FIG. 3, the liquid level of the coolant 602 in the reserve tank 600 is substantially horizontal, and the air portion 604 does not enter the circulation path.

  On the other hand, for example, when the vehicle 500 travels on a steep downhill, the vehicle 500 is inclined so that the front side of the vehicle becomes lower. In this case, as shown in FIG. 7, the coolant 602 in the reserve tank 600 also moves in the vehicle front side direction. However, in the coolant supply path 218, the maximum inner wall width of the lower end connection part 224 and the length of the coolant supply path 218 are determined so that the inclined coolant level does not fall below the lower end connection part 224. . For example, as shown in FIG. 5B, the coolant supply path 218 has a length of the coolant supply path 218 of L (2) with respect to the maximum inner wall width K (1) of the lower end connection portion 224. This is a large structure. Thereby, the liquid level at the time of the maximum inclination of the coolant does not become lower than the lower end connection part 224. That is, even if the liquid level of the cooling liquid is inclined by the maximum inclination angle α, it does not incline to the inclination angle α (2) at which air starts to enter, and the air does not enter the cooling liquid inlet 214. . Further, as shown in FIG. 6B, for example, the coolant supply path 218 has a maximum inner wall width of the lower end connecting portion 224 of K (3) with respect to the length L (3) of the coolant supply path 218. Thus, the structure is reduced. Thereby, the liquid level at the time of the maximum inclination of the coolant does not become lower than the lower end connection part 224. Therefore, even when the liquid level of the cooling liquid is inclined by the maximum inclination angle α, it does not incline to the inclination angle β (2) at which air starts to enter, and the air does not enter the cooling liquid inlet 214. . For this reason, the air portion 604 in the reserve tank 600 does not enter the circulation path regardless of the amount of the coolant 602 in the reserve tank 600 or the state of inclination. This operation is the same when acceleration is applied to the vehicle such as sudden start, sudden stop, or sudden turn while the vehicle 500 is traveling on a flat ground. That is, the inertial force acts on the cooling liquid, and the liquid level of the cooling liquid 602 in the reserve tank 600 is inclined.

  As described above, according to the PCU cooling apparatus according to the present embodiment, the conduit for circulating the coolant is installed below the reserve tank. Therefore, the cooling liquid in the reserve tank does not circulate. As a result, the cooling liquid in the reserve tank circulates and does not entrain air. Further, the circulation path and the reserve tank are connected by a substantially vertical supply path containing a coolant. For this reason, even when driving on steep slopes, or when inertial force acts on the coolant due to acceleration of the vehicle such as sudden start, sudden stop, or sudden turn, the reserve tank The coolant in the supply path exists between the pipe lines. As a result, the entry of air into the reserve tank does not occur. Thus, air can be prevented from being caught at a low cost with a simple structure in which a substantially vertical supply path is provided between the reserve tank and the pipe line. As a result, the structure of the PCU cooling device that suppresses the deterioration of the cooling performance due to air entrapment can be provided at a low cost with a simple structure.

  Further, by installing a reserve tank on the upper part of the CPU case, a limited mounting area in the engine room of the vehicle can be used effectively. Further, the coolant in the coolant supply path exists between the reserve tank and the pipe line, regardless of the amount of liquid on the surface of the coolant in the reserve tank and the state of inclination. For this reason, even if the height of the reserve tank is lowered, the air is not caught in the reserve tank. By simply changing the reserve tank to reduce the height of the reserve tank, it is possible to install the reserve tank while avoiding the area in the engine room within a certain distance from the hood from the viewpoint of pedestrian protection. it can. Furthermore, since the PCU case also has a function of a coolant supply path, the number of components and assembly man-hours of the PCU cooling device can be reduced.

<Second Embodiment>
Hereinafter, a PCU cooling apparatus according to the second embodiment of the present invention will be described. Compared with the PCU cooling device according to the first embodiment, the PCU cooling device according to the present embodiment has a reserve tank installed at a place other than the upper portion of the PCU case, and the coolant supply path is the PCU case. It differs in that it is provided outside. Other configurations are the same. Therefore, detailed description thereof will not be repeated.

  As shown in FIG. 8, in the PCU cooling device 1700 according to the second embodiment, the reserve tank 1600 is installed not on the PCU case 1202 but on the circulation hose 1710. The coolant supply path 1218 is installed as a piping component outside the PCU case 1202, and has an upper end connected to the lower surface of the reserve tank 1600 and a lower end connected to the upper surface of the circulation hose 1710. The coolant inlet portion 1214 is not provided with a connection portion with the coolant supply path 1218.

  According to the PCU cooling device according to the present embodiment, the reserve tank is installed on the upper part of the circulation hose. The reserve tank and the circulation hose are connected by a substantially vertical supply path. Therefore, the cooling liquid does not entrain air and flow out to the circulation hose. Moreover, air does not enter the circulation hose. Thus, for example, even when the reserve tank cannot be installed on the upper part of the PCU case, the structure of the PCU cooling device that suppresses the deterioration of the cooling performance due to air entrapment is simplified as in the first embodiment described above. Can be provided at low cost.

<Third Embodiment>
Hereinafter, a PCU cooling apparatus according to a third embodiment of the present invention will be described. The PCU cooling device according to the present embodiment is different from the PCU cooling device according to the first embodiment described above in that the coolant supply path is provided outside the PCU case. Further, it differs from the PCU cooling device according to the second embodiment described above in that the reserve tank is provided at the upper part of the PCU case. Other configurations and functions are the same. Therefore, detailed description thereof will not be repeated.

  As shown in FIG. 9, in the PCU cooling device 2700 according to the third embodiment, the reserve tank 2600 is installed on the upper part of the PCU case 1202. However, the coolant supply path 2218 is installed as a piping component outside the PCU case 1202. The coolant supply path 2218 has an upper end connected to the lower surface of the reserve tank 2600 and a lower end connected to the upper surface of the coolant inlet portion 2214.

  According to the PCU cooling apparatus according to the present embodiment, the reserve tank is installed on the upper part of the PCU case. The reserve tank and the coolant inlet port are connected by a substantially vertical supply path. Therefore, the cooling liquid does not entrain air and flows out to the cooling liquid inlet. Further, air does not enter the coolant inlet. As a result, the structure of the PCU cooling device that suppresses the deterioration of the cooling performance due to the entrapment of air, as in the first embodiment, without configuring the coolant supply path with the PCU case, has a simple structure. Can be provided at low cost. Furthermore, by installing a reserve tank in the upper part of the PCU case, a limited mounting area in the engine room of the vehicle can be used effectively.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a perspective view of a vehicle on which a cooling device according to a first embodiment is mounted. It is sectional drawing of the side surface direction of the vehicle by which the cooling device which concerns on 1st Embodiment is mounted. It is sectional drawing which shows the structure of the component of the cooling device which concerns on 1st Embodiment. It is sectional drawing which shows the structure of the component of the cooling device which concerns on 1st Embodiment. It is sectional drawing which shows the structure of the component of the cooling device which concerns on 1st Embodiment. It is sectional drawing which shows the structure of the component of the cooling device which concerns on 1st Embodiment. It is sectional drawing which shows operation | movement of the cooling device which concerns on 1st Embodiment. It is sectional drawing which shows the structure of the component of the cooling device which concerns on 2nd Embodiment. It is sectional drawing which shows the structure of the component of the cooling device which concerns on 3rd Embodiment.

Explanation of symbols

  100 engine, 150 tires, 200 PCU, 202, 1202 PCU case, 204 IPM, 206 capacitor, 210 heat sink part, 212 cooling fin part, 214, 1214, 2214 cooling liquid inlet part, 216 cooling liquid outlet part, 218, 1218, 2218 Coolant supply path, 222 Upper end connection part, 224 Lower end connection part, 230 Coolant cover, 300 Front transaxle, 400 Hood, 410 Engine room area, 500 Vehicle, 600, 1600, 2600 Reserve tank, 602 Reserve tank Inside coolant, 604 air part, 700, 1700, 2700 PCU cooling device, 710, 720, 1710 Circulation hose.

Claims (10)

A structure of a cooling device for a power control unit mounted on a vehicle,
A reserve tank for storing the coolant,
A conduit installed under the reserve tank through which the coolant is circulated;
An approximately vertical supply path that supplies the coolant stored in the reserve tank, the upper end being connected to the reserve tank and the lower end being connected to the pipeline,
The maximum inner wall width of the lower end of the supply path and the length of the supply path satisfy a predetermined condition,
Wherein the predetermined condition relates to the liquid level of the cooling liquid by tilting the cooling device, wherein the lower end of the supply path, a condition that does not become lower, the structure of the cooling device. A structure of a cooling device for a power control unit mounted on a vehicle,
A reserve tank for storing the coolant,
A conduit installed under the reserve tank through which the coolant is circulated;
An approximately vertical supply path that supplies the coolant stored in the reserve tank, the upper end being connected to the reserve tank and the lower end being connected to the pipeline,
The maximum inner wall width of the lower end of the supply path and the length of the supply path satisfy a predetermined condition,
The predetermined condition is that the liquid level of the cooling liquid when the cooling device is tilted with the supply path and the pipe line filled with the cooling liquid is not lower than the lower end of the supply path. with the proviso that, the structure of the cooling apparatus. The structure of the cooling device according to claim 1 or 2 , wherein the state in which the cooling device is inclined is a state in which the cooling device is inclined by a predetermined angle. The structure of the cooling device according to claim 3 , wherein the predetermined angle is determined based on a maximum inclination angle allowed for the vehicle. The structure of the cooling device according to claim 3 , wherein the predetermined angle is determined based on a maximum inclination angle at which the coolant is inclined due to a maximum acceleration acting on the vehicle. Said supply path, said being connected to the lower surface of the reserve tank, the structure of a cooling device according to any one of claims 1-5. The conduit, the provided so as to contact the heating object within the power control unit, the structure of a cooling device according to any one of claims 1-6. The reserve tank, said mounted on top of the case covering the power control unit, the structure of a cooling device according to any one of claims 1-7. The structure of the cooling device according to claim 8 , wherein the supply path is provided inside the case. The structure of the cooling device according to claim 9 , wherein the supply path is provided in a side wall of the case.

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