JP2006160212A - Cooling structure of fuel cell vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress pressure loss in a front side cooling water conduit and a rear side cooling water conduit, perform appropriate flow rate distribution to the front side cooling passage and the rear side cooling passage, miniaturize a cooling water pump by dispensing with a large sized cooling water pump, suppress pulsation of the cooling water, and reduce vibration and noise due to the pulsation of the cooling water. <P>SOLUTION: The cooling structure of the fuel cell vehicle is provided with the cooling water pump which cools down a front side auxiliary unit disposed in an engine room in the front side of the vehicle and a rear side auxiliary unit disposed on a main floor. An outlet passage is provided on the cooling water pump, a chamber communicating to the outlet passage is provided, and the front side cooling passage supplying the cooling water to the front side auxiliary unit and the rear side cooling passage supplying the cooling water to the rear side auxiliary unit are communicated, and provided in the chamber. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a cooling structure for a fuel cell vehicle, and more particularly to a cooling structure for a fuel cell vehicle in which the arrangement of a cooling water pump is optimized and cooling system components are arranged in a compact manner without deteriorating the capacity of the cooling water pump. It is.

  In a fuel cell vehicle as a vehicle, a cooling water pump is required when cooling the fuel cell and the plurality of auxiliary machines in the case of a water-cooled type using cooling water. This cooling water pump has a high degree of freedom in arrangement, and depends on the position of the fuel cell and the layout of other auxiliary machines.

Conventionally, in a hybrid vehicle cooling device, a sub tank is connected to a cooling circuit, an air pipe is connected to an air vent hole of the sub tank via a valve means, and a cooling circuit is connected to the radiator via the pipe. A cooling jacket formed on the auxiliary machinery is connected in parallel to a plurality of systems.
Japanese Patent No. 3507303

  By the way, in a fuel cell vehicle, there are many auxiliary machines that require cooling, and when these auxiliary machines are laid out at the front side or the rear side of the vehicle, the cooling water passage must be branched. Thus, when the cooling water passage is branched in this way, the pressure loss increases in the front cooling water passage and the rear cooling water passage, and this pressure loss is compensated for to the front cooling water passage and the rear cooling water passage. Therefore, measures such as increasing the size of the cooling water pump are necessary to appropriately distribute the flow rate, and improvement has been desired.

  The present invention provides a fuel cell provided with a cooling water pump for cooling a front auxiliary device disposed in an engine room in front of a vehicle and a rear auxiliary device disposed on a main floor of a vehicle body behind the engine room in the vehicle. In the vehicle cooling structure, an outlet passage is provided in the cooling water pump, and a chamber is provided in communication with the outlet passage. The front cooling passage for supplying cooling water to the front auxiliary machine and the rear auxiliary machine are provided in the chamber. A rear cooling passage for supplying cooling water is provided in communication with the rear cooling passage.

  A cooling structure for a fuel cell vehicle according to the present invention includes a front cooling passage for supplying cooling water to a front auxiliary machine and a rear cooling passage for supplying cooling water to a rear auxiliary machine in a chamber communicating with an outlet passage of a cooling water pump. , The pressure difference in the chamber becomes uniform, and pressure loss is suppressed in the front cooling water path and the rear cooling water path, thereby distributing an appropriate flow rate to the front cooling path and the rear cooling path. This can be done, eliminates the need for a large cooling water pump, reduces the size of the cooling water pump, suppresses cooling water pulsation by the chamber, and reduces vibration and noise caused by cooling water pulsation. it can.

The purpose of the present invention is to distribute the flow rate appropriately to the front cooling passage and the rear cooling passage, and to supply the cooling water to the front auxiliary machine in the chamber communicating with the outlet passage of the cooling water pump and the rear auxiliary passage. This is realized by communicating with a rear cooling passage for supplying cooling water to the machine.
Hereinafter, embodiments of the present invention will be described in detail and specifically with reference to the drawings.

  1 to 6 show an embodiment of the present invention.

  In FIG. 5, 2 is a fuel cell vehicle (hereinafter referred to as “vehicle”), 4 is a vehicle body, 6 is an engine room on the front side of the vehicle, 8 is a windshield, 10 is a rear glass, 12 is a driver's seat, and 14 is a rear seat. .

  As shown in FIGS. 1 and 5, the vehicle body 4 has a main floor (not shown) installed on a main frame (not shown) below the driver's seat 12 and behind the engine room 6. 16 (shown in phantom).

  As shown in FIG. 6, the engine room 6 is provided with a fuel cell stack 18, and a traveling motor 22, a traveling motor inverter 24, and a DC / DC converter 26 as a front auxiliary machine 20 in the front part of the fuel cell. The air supply compressor 28 and the hydrogen circulation pump 30 are provided, and the first radiator 32 and the second radiator 34 are provided so as to cool the cooling water. The fuel cell stack 18 is configured by laminating a plurality of fuel cells, and supplies electric energy obtained from hydrogen and oxygen in the air to the traveling motor 22.

  As shown in FIG. 1, a right side member 36 </ b> R and a left side member 36 </ b> L having a U-shaped cross-section projecting downward on the right side and the left side of the vehicle 2 are oriented in the vehicle longitudinal direction X as shown in FIG. The length is formed.

  A sub-frame 38 is attached to the right side member 36R and the left side member 36L of the main floor 16. As shown in FIG. 4, the sub-frame 38 includes a pair of right and left front and rear direction members 40R and 40L directed to the right and left sides of the vehicle 2 and the vehicle front and rear direction X, and the right and left front and rear direction members 40R and 40L. And a plurality of first to fifth width direction members 42-1 to 42-5 that are arranged at predetermined intervals in the width direction (left-right direction) Y of the vehicle 2. The sub-frame 38 includes right first to third fixtures 44R-1 to 44R-3 provided on the right front and rear direction member 40R and left first first to third fixtures 44L provided to the left front and rear direction member 40L. -1 to 44L-3 are elastically attached to the lower surfaces of the right side member 36R and the left side member 36L.

  As shown in FIG. 4, an air conditioner inverter 48 is attached to the subframe 38 as a rear accessory 46 of the rear portion of the fuel cell. Another auxiliary machine (not shown) and a hydrogen tank 50 (see FIG. 6) for storing hydrogen as fuel are provided.

  As shown in FIG. 6, the hydrogen tank 50 communicates with the fuel cell stack 18 via the hydrogen supply passage 52. The air supply compressor 28 communicates with the fuel cell stack 18 through the air supply passage 54.

  A cooling device 56 is installed in the subframe 38. The cooling device 56 is provided with a cooling water pump 58 in the center in the vehicle longitudinal direction X. The cooling water pump 58 circulates a first cooling water pump 58-1 that circulates cooling water that cools each auxiliary machine of the front auxiliary machine 20 and the rear auxiliary machine 46, and cooling water that cools the fuel cell stack 18. The second cooling water pump 58-2. The second cooling water pump 58-2 is disposed at a substantially central 2C portion in the width direction Y of the vehicle 2, and the first cooling water pump 58-1 is connected to the second cooling water pump 58-2. Are arranged side by side slightly ahead of the vehicle and slightly to the right of the vehicle.

  As shown in FIG. 3, the first cooling water pump 58-1 has a first suction port 62-1 formed in the central portion of the front surface of the first pump case 60-1, and the first pump case 60-. The first air vent bolt 64-1 is attached to the front surface of the peripheral edge portion of the first pump case 60-1, and the first pump case 60-1 side is connected to the first discharge port 68-1 provided on the side of the first pump case 60-1. One end of a first extension 66-1 extending obliquely upward (on the vehicle center side) is connected, and the first extension 66-1 has a first running section having a predetermined first length L1. A first extension passage 66-1A is formed. The second cooling water pump 58-2 has a second suction port 62-2 formed in front of the central portion of the second pump case 60-2 and a peripheral portion of the second pump case 60-2. A second air vent bolt 64-2 is attached to the front surface of the second pump, and a second discharge port 68-2 provided in a side portion of the second pump case 60-2 extends obliquely upward on the vehicle center side. One end of the extension 66-2 is connected, and the second extension passage 66-2A has a second run-up section having a second length L2 larger than the first length L1 by the second extension 66-2. Is formed. The second extension 66-2 extends in the vehicle width direction Y along the rear surface of the heat exchanger 102 described later.

  Further, in the first cooling water pump 58-1, the first cooling water return pipe 72 that forms the first cooling water return passage 70 at the first suction port 62-1 for returning the cooling water that has cooled the plurality of auxiliary machines is provided. A first outlet pipe 76 that forms a first outlet passage 74 is connected to the other end of the first extension 66-1. Further, in the second cooling water pump 58-2, a second cooling water return passage 78 for returning the cooling water that has cooled the fuel cell stack 18 disposed in the engine room 6 on the vehicle front side to the second suction port 62-2. A second cooling water return pipe 80 is connected, and a second outlet pipe 84 forming a second outlet passage 82 is connected to the other end of the second extension 66-2.

  After the second outlet pipe 84 is connected to the first extension 66-1, the second outlet pipe 84 extends forward along the left side surface of the heat exchanger 102, which will be described later, via a curved portion. Curved in a U shape along the front surface and connected to the cooling water inlet portion 102A of the heat exchanger 102. A cooling water inlet portion 102 </ b> A to which a stack cooling water passage (not shown) is connected is formed on the front surface of the heat exchanger 102. The stack cooling water passage constitutes a second cooling water piping passage 106 described later. A branch pipe 104 described later is connected to a U-shaped curved portion located on the front side of the second outlet pipe 84.

  A chamber 86 is connected to the front end side of the first outlet pipe 76. The chamber 86 has, for example, a cylindrical shape with a bottom and has a predetermined capacity, and the axial direction extends in the width direction Y of the vehicle 2.

  As shown in FIG. 2, the outer peripheral surface 86D of the chamber 86 has a plurality of first and first other front cooling waters serving as first front cooling water passages 88 that supply cooling water to the front auxiliary machine 20 on the front side of the vehicle. The first and first other front cooling water pipes 90A and 90B forming the passages 88A and 88B, and a single unit for supplying cooling water to the front end side of the first outlet pipe 76 and the rear auxiliary machine 46 on the rear side of the vehicle. A rear cooling water pipe 94 that forms the rear cooling water passage 92 is connected to the rear cooling water passage 92. That is, as shown in FIG. 2, the chamber 86 is provided with a plurality of first and first other front cooling water passages 88A and 88B and a single rear cooling water passage 92 as a plurality. Yes.

  The chamber 86 is slightly shifted toward the vehicle center side of the second cooling water pump 58-2 in the width direction Y of the vehicle 2 in front of the first and second cooling water pumps 58-1 and 58-2. Arranged. Further, on the right side of the chamber 86, a first cooling water return passage 70 communicating with the first suction port 62-1 provided on the front surface of the first cooling water pump 58-1 is disposed. Further, as shown in FIG. 1, the first suction port 62-1 and the first cooling water return passage 70 are disposed substantially in a straight line in the vehicle longitudinal direction X. Further, between the first outlet pipe 76 constituting the first cooling water return passage 70 and the heat exchanger 102 described later, the first one front cooling is sequentially performed from the first cooling water return passage 70 (right side of the vehicle). The first one front cooling water pipe 90A that forms the water passage 88A, the first other front cooling water pipe 90B that forms the first other front cooling water passage 88B, and the second cooling water that returns the cooling water that has cooled the fuel cell stack 18. The second cooling water return pipes 80 forming the return passages 78 are arranged in a straight line in the vehicle longitudinal direction X, respectively. As shown in FIG. 2, the diameter D2 of the rear side cooling water passage 92 is formed smaller than the diameter D1 of the first one, first other front side cooling water passages 88A, 88B.

  As shown in FIG. 6, the first and first other front cooling water passages 88A and 88B are connected to the air supply compressor 28 and hydrogen by a first cooling water pipe passage 96 that forms a first front cooling water passage A-1. The circulation pump 30, the DC / DC converter 26, the traveling motor 22, the traveling motor inverter 24, and the first radiator 32 are sequentially communicated with the first cooling water return passage 70.

  The rear cooling water passage 92 communicates with the rear cooling water piping passage 100 formed by the rear cooling water piping 98 that forms the rear cooling water passage B extending to the rear side of the main floor 16, and the rear side. In addition to being provided in communication with the auxiliary machine 46, it also communicates with an auxiliary machine at the rear of the vehicle.

  As shown in FIG. 1, the second outlet pipe 84 of the second cooling water pump 58-2 is connected to the heat exchanger 102 disposed at the approximate center 2 </ b> C of the vehicle 2 on the front side of the main floor 16. In addition, a front branch pipe 104 is provided in front of the heat exchanger 102. The front branch pipe 104 communicates with a second cooling water piping passage 106 that forms a second front cooling water passage A-2. Therefore, the second outlet passage 82 communicates with the heat exchanger 102 and also communicates with the fuel cell stack 18 through the second cooling water piping passage 106. A discharge passage 108 communicates with the fuel cell stack 18.

  As shown in FIG. 6, the heat exchanger 102 includes a first heat exchanger 102-1 provided in the middle of the hydrogen supply passage 52 and a second heat exchanger 102- provided in the middle of the air supply passage 54. 2. Further, one end side of the hydrogen circulation passage 110 communicates with the fuel cell stack 18. The other end of the hydrogen circulation passage 110 communicates with the hydrogen supply passage 52 between the hydrogen tank 50 and the first heat exchanger 102-1 via the hydrogen circulation pump 30. In addition, in order to make the temperature of oxygen and hydrogen in the air supplied to the fuel cell stack 18 approximately the same as that of the fuel cell stack 18, the first heat exchanger 102-1 and the second heat exchanger 102-2 respectively. Heat exchange is in progress.

  As shown in FIG. 2, a pair of leg portions (brackets) 112 </ b> R and 112 </ b> L are provided on the lower surface of the chamber 86 in the width direction Y of the vehicle 2. Mounting holes 114R and 114L through which mounting bolts (not shown) are inserted are formed in the leg portions 112R and 112L. The chamber 86 is disposed below the main floor 16 through the legs 112R and 112L. Further, a drain 116 for draining water is provided on the lower surface of the chamber 86.

  Further, as shown in FIG. 1, the first and second flowmeters 118 and 120 are provided in the first one and first other front cooling water passages 88A and 88B of the first and first other front cooling water pipes 90A and 90B. Is provided. A third flow meter 122 is provided in the second cooling water return passage 78 of the second cooling water return pipe 80.

  As shown in FIG. 4, the sub-frame 38 includes a first valve 124 on the left side of the heat exchanger 102, a second valve 126 on the left side of the second cooling water pump 58-2, and a second cooling water. An air conditioner compressor 128 is located behind the pump 58-2, a water pump inverter 130 is located on the right side of the air conditioner compressor 128, a muffler 132 communicating with the discharge passage 108 on the left side of the air conditioner compressor 128, and the muffler 132. A fourth flow meter 134 between the compressor and the air conditioner compressor 128, a differential pressure gauge 136 on the left side of the muffler 132, an air conditioner compressor inverter 48 on the rear side of the air conditioner compressor 128, and a left side of the air conditioner compressor inverter 48 on the left side of the vehicle. The third valve 138 and air in the vicinity of the center 2C of the vehicle 2 in the vehicle longitudinal direction X. Air supply pipe 140 which forms a supply passage 54 is provided.

  That is, as shown in FIG. 6, in the vehicle 2, hydrogen in the hydrogen tank 50 is supplied to the fuel cell stack 18 via the first heat exchanger 102-1, and the remaining amount is supplied from the hydrogen circulation passage 110. Then, the fuel is again returned to the fuel cell stack 18. The oxygen in the air from the air supply compressor 28 is supplied to the fuel cell stack 18 via the second heat exchanger 120-2, and the remaining amount is discharged to the outside from the discharge passage 108. .

  On the other hand, the cooling water from the first cooling water pump 58-1 is supplied from the air supply compressor 28, the hydrogen circulation pump 30, the DC / DC converter 26, the traveling motor 22, and the traveling motor in the first front cooling water path A-1. The inverter 24 is cooled to a high temperature, cooled by the first radiator 32, and returned to the first cooling water pump 58-1. Further, the cooling water from the second cooling water pump 58-2 is supplied to the first and second heat exchangers 102-1 and 102 in the second cooling water pipe passage 106 that forms the second front-side cooling water path A- 2. -2 and the fuel cell stack 18 are cooled to a high temperature, cooled by the second radiator 34, and returned to the second cooling water pump 58-2.

  Next, the operation of this embodiment will be described.

  As shown in FIG. 1, the first cooling water pump 58-1 supplies cooling water for cooling each auxiliary machine in the vehicle front-rear direction X in the first front cooling water path A-1 and the rear cooling water path B. Circulate. The second cooling water pump 58-2 circulates the cooling water for cooling the fuel cell stack 18 in the second front cooling water path A-2. The first cooling water pump 58-1 and the second cooling water pump 58-2 are installed in the subframe 38 below the driver's seat 12, as shown in FIG. Moreover, the 1st front side cooling water path | route A-1 and the 2nd front side cooling water path | route A-2 are each independent.

  The cooling water path through which the first cooling water pump 58-1 circulates is branched by a chamber 86 into a first front cooling water path A-1 at the front of the vehicle body and a rear cooling water path B at the rear of the vehicle body. The first front cooling water path A-1 at the front of the vehicle body is two paths, and the rear cooling water path B at the rear of the vehicle body is one path.

  Here, for example, when the cooling water pump 58 is disposed close to the front of the vehicle, the piping on the vehicle front side is shortened, but the piping on the vehicle rear side is lengthened. The rear side of the vehicle is one cooling water path, and the pressure loss of the cooling water increases when the passage area is narrow and the piping is long.

  Therefore, in this embodiment, as shown in FIG. 1, the cooling pump 58 is positioned close to the center of the vehicle 2 to reduce the difference between the front and rear lengths of the pipes. Further, by providing the chamber 86 at a portion where each cooling path is branched in four directions (see FIG. 2), the pressure difference in the chamber 86 becomes uniform, so that the first front cooling water path A- in the vehicle longitudinal direction X is obtained. 1 and the rear cooling water path B can be appropriately distributed, pressure loss due to branching can be suppressed, and the chamber 86 can suppress cooling water pulsation. Is advantageous. Furthermore, by providing the drain 116 on the lower side of the chamber 86, it is possible to advantageously drain the water at a lower position, which is advantageous in terms of the work.

  On the other hand, the cooling water in the second front cooling water path A-2 through which the second cooling water pump 58-2 circulates enters the heat exchanger 102 before entering the fuel cell stack 18. Since the temperature of the air from the air supply compressor 28 entering the fuel cell stack 18 is desired to be close to the temperature of the fuel cell stack 18, the fuel cell stack 18 is supplied with cooling water by the second heat exchanger 102-2. Supply air with heat exchange. Therefore, this cooling water needs to enter the second heat exchanger 102-2 before entering the fuel cell stack 18. As for the arrangement of the second cooling water pump 58-2, the cooling pipe length can be shortened as close to the fuel cell stack 18 as possible in front of the vehicle. However, as described above, the cooling water is supplied to the fuel cell stack 18. Since it puts in the 2nd heat exchanger 102-2 before putting in, the 2nd cooling water pump 58-2 was arranged in the vehicles back of heat exchanger 102. In addition, these two first and second cooling water pumps 58-1 and 58-2 are arranged below the main floor 16, that is, below the vehicle body 4. Become. The cooling water is sucked from the first and second suction ports 62-1 and 62-2 which are the centers of the first and second cooling water pumps 58-1 and 58-2, and the first and second cooling water pumps. Centrifugal force is applied by impellers (not shown) inside 58-1 and 58-2 and discharged from the first and second discharge ports 68-1 and 68-2. At this time, as shown in FIG. 3, in the first and second cooling water pumps 58-1 and 58-2, by extending the pipe in the centrifugal direction of the pump and providing a running section, the flow given from the impeller is It can be fully developed and the pump efficiency can be improved.

  Therefore, by optimizing the arrangement of the cooling water pump 58 in the vehicle 2, it is possible to arrange the cooling system components in a compact manner without deteriorating the capacity of the cooling water pump 58.

  As a result, in this embodiment, the cooling water pump for cooling the front auxiliary machine 20 provided in the engine room 6 in front of the vehicle and the rear auxiliary machine 46 provided in the main floor 16 behind the engine room 6. In the vehicle 2 provided with 58, a first outlet passage 74 is provided in the first cooling water pump 58-1 of the cooling water pump 58, and a chamber 86 communicating with the first outlet passage 74 is provided. The first and first other front cooling passages 88A and 88B for supplying cooling water to the auxiliary machine 20 and the rear cooling passage 92 for supplying cooling water to the rear auxiliary machine 46 are provided in communication with each other. The pressure difference in 86 becomes equal, and the pressure loss is suppressed in the first front cooling water path A-1 and the rear cooling water path B, thereby the first front cooling water path A-1 and the rear cooling water. Appropriate flow distribution to path B Can be performed, and unnecessary large cooling water pump, also can reduce the pulsation of the cooling water by the chamber 86, it is possible to reduce the vibration and noise due to pulsation of the cooling water.

  Since the cooling water pump 58 is disposed at the center in the vehicle longitudinal direction X, the difference in passage length between the front cooling passage 88 and the rear cooling passage 92 can be reduced as much as possible.

  A plurality of first and first other front cooling water passages 88A and 88B are provided, a single rear cooling passage 92 is provided, and the diameter D2 of the rear cooling passage 92 is smaller than the diameter D1 of the front cooling passage 88. Therefore, since the diameter D2 of the rear cooling passage 92 is smaller than the diameter D1 of the front cooling passage 88 and the number of passages is small, the cooling water pump 58 is installed not at the front side of the vehicle 2 but at the center in the vehicle longitudinal direction X. By doing so, the pressure loss of the rear cooling passage 92 having a pressure loss larger than that of the front cooling passage 88 can be prevented as much as possible.

  Since the leg portions 112R and 112L are provided in the chamber 86 and the chamber 86 is disposed below the main floor 16 of the vehicle body 2 through the leg portions 112R and 112L, the priming water of the cooling water pump 58 is efficiently obtained by gravity. It is possible to drain water at a lower position on the lower side of the main floor 16 and drain water efficiently.

  Since the drain 116 is provided on the lower surface of the chamber 86, the cooling water drain 116 is provided on the lower surface of the cooling water pump 58 supported by the subframe 38, and water can be drained further downward by gravity. The cooling water can be drained efficiently.

  The chamber 86 is formed so as to extend in the width direction Y of the vehicle 2, and the chamber 86 is disposed so as to be shifted in the width direction Y in front of the cooling water pump 58 in the vehicle, and the cooling water pump 58 is disposed on the side of the chamber 86. The 1st cooling water return channel | path 70 connected to the 1st suction port 62-1 provided in the front surface of the 1st cooling water pump 58-1 is arrange | positioned, and the 1st suction port 62-1 and the 1st cooling water return channel | path 70 are arrange | positioned. Are arranged in a substantially straight line, a space for arranging the first cooling water return passage 70 of the cooling water pump 58 can be formed on the side of the chamber 86, and thereby the first cooling water return passage 70 can be formed. The cooling water can be returned efficiently.

  In addition, in this invention, the same effect can be acquired also by integrating a 1st cooling water pump and a 2nd cooling water pump, and unifying a cooling water path | route.

  A structure in which a front cooling passage for supplying cooling water to the front auxiliary machine and a rear cooling passage for supplying cooling water to the rear auxiliary machine are connected to the chamber can be applied to other structures.

It is a top view of the main floor site | part of a vehicle. It is a perspective view of a chamber. It is a front view of a cooling water pump. It is a perspective view of the main floor site | part of a vehicle. It is a top view of a vehicle. It is explanatory drawing of a cooling water path | route.

Explanation of symbols

2 Vehicle 4 Car Body 6 Engine Room 16 Main Floor 18 Fuel Cell Stack 20 Front Auxiliary Machine 22 Traveling Motor 38 Subframe 46 Rear Auxiliary Machine 50 Hydrogen Tank 56 Cooling Device 58 Cooling Pump 70 First Cooling Water Return Passage 74 First Exit Passage 86 Chamber 102 Heat exchanger 112 Leg 116 Drain

Claims (6)

  A cooling structure for a fuel cell vehicle provided with a cooling water pump for cooling a front auxiliary device disposed in an engine room in front of the vehicle and a rear auxiliary device disposed on a main floor of a vehicle body behind the engine room in the vehicle The cooling water pump is provided with an outlet passage, and a chamber is provided in communication with the outlet passage. The chamber is provided with a front cooling passage for supplying cooling water to the front auxiliary machine and a cooling water for the rear auxiliary machine. A cooling structure for a fuel cell vehicle, wherein the rear cooling passage is provided in communication therewith.   The cooling structure for a fuel cell vehicle according to claim 1, wherein the cooling water pump is disposed in the center of the vehicle longitudinal direction.   The plurality of front cooling passages and a single rear cooling passage are provided, and the diameter of the rear cooling passage is smaller than the diameter of the front cooling passage. Fuel cell vehicle cooling structure.   3. The fuel cell vehicle cooling structure according to claim 2, wherein a leg portion is provided in the chamber, and the chamber is disposed below the main floor via the leg portion.   The fuel cell vehicle cooling structure according to claim 2, wherein a drain is provided on a lower surface of the chamber.   The chamber is formed so as to extend in the width direction of the vehicle, and the chamber is shifted in the width direction of the vehicle in front of the cooling water pump, and the cooling water pump is disposed laterally of the chamber. The fuel cell vehicle according to claim 2, wherein a cooling water return passage communicating with an intake port provided in a front surface of the fuel cell is provided, and the intake port and the cooling water return passage are arranged substantially in a straight line. Cooling structure.

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