JP2007335147A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel cell mounted vehicle in which a fire hardly breaks out. <P>SOLUTION: The vehicle is installed on a chassis with a solid polymer fuel cell system which has a solid polymer fuel cell device consisting of a solid polymer fuel cell and a housing for housing the solid polymer fuel cell, a hydrogen sensor for detecting leakage of hydrogen, a hydrogen supply passage for supplying hydrogen to an anode of the solid polymer fuel cell device from a hydrogen tank, and a pressure reducing valve installed between the hydrogen supply passage and the hydrogen tank. The solid polymer fuel cell system is surrounded by a shell having rigidity, an enclosed space is provided between the solid polymer fuel cell system and the shell, an inert gas is filled in the enclosed space, and the solid polymer fuel cell system and the shell are fixed by a deformation accelerating member, thereby hydrogen in the inert gas is detected using the hydrogen sensor. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

The present invention relates to a polymer electrolyte fuel cell, a hydrogen sensor for detecting hydrogen leakage, and a vehicle structure including a shell for preventing hydrogen leakage.

In recent years, fuel cells have attracted attention as devices capable of converting energy with high efficiency.

Fuel cells are available in PAFC (phosphoric acid type), PEFC (solid polymer type), DMFC (direct methanol type), SOFC (solid oxide type), and MCFC (molten carbonate type) depending on the type of electrolyte used. Broadly divided.

Among the fuel cells described above, the solid polymer fuel cell using a solid polymer having hydrogen ion conductivity as an electrolyte does not require a pressurized container, is small, and has a high output density. Therefore, it is attracting attention as a power source for vehicles.

As an example of a polymer electrolyte fuel cell, Patent Document 1 discloses a membrane electrode assembly (MEA) in which an anode is provided on one surface of a solid polymer electrolyte membrane (proton conductive polymer membrane) and a cathode is provided on the other surface. ), A polymer electrolyte fuel cell having a cell design in which a plurality of unit cells each provided with a separator are stacked is disclosed.

On the surface of the separator facing the anode, there is provided a groove-like fuel gas flow path for circulating fuel gas.
In addition, a concave groove-like oxidant gas flow path for allowing the oxidant gas to flow is provided on the separator surface facing the cathode.

As a power generation method of a polymer electrolyte fuel cell, a fuel gas mainly containing hydrogen is supplied to a fuel gas flow path, and an oxidant gas (usually air) is supplied to an oxidant gas flow path to obtain a solid A method of causing the following electrochemical reaction between hydrogen (contained in the fuel gas) and oxygen (contained in the oxidant gas) through the polymer electrolyte membrane (proton conductive polymer membrane) is used.

Anode; H ₂ → 2H ⁺ + 2e ⁻ (1)
Cathode; 4H ⁺ + 4e ⁻ + O ₂ → 2H ₂ O (2)

As the solid polymer electrolyte membrane (proton conductive polymer membrane), a perfluoroalkylene main skeleton having a film thickness of 30 to 90 μm and having a perfluorovinyl ether side chain in part, the perfluorovinyl ether side chain A fluorine-based resin film having a sulfonic acid group at its terminal (hereinafter referred to as a sulfonic acid group-containing fluorine-based resin film) is widely used.

Specific examples of the solid polymer electrolyte membrane (proton conductive polymer membrane) include Nafion (registered trademark) manufactured by DuPont, GoreSelect (registered trademark) manufactured by Gore, Aciplex (registered trademark) manufactured by Asahi Kasei Co., and Flemion manufactured by Asahi Glass Co., Ltd. (Registered trademark) and the like.

As an example of a vehicle equipped with a fuel cell, Patent Document 2 discloses that the fuel cell, the fuel tank, and the floor plate of the vehicle are disposed below (for supplying hydrogen from the fuel tank to the fuel cell). A hydrogen supply pipe and a vehicle provided with a hydrogen sensor in the vicinity of the hydrogen supply pipe (in order to detect hydrogen leakage from the hydrogen supply pipe) are disclosed.

JP 2006-4920 A Japanese Patent Laid-Open No. 5-288702

However, since the fuel cell, fuel tank, and hydrogen supply piping installed in the vehicle are not isolated from the external atmosphere, if hydrogen leaks from the fuel cell, fuel tank, or hydrogen supply piping unfortunately, the leaked hydrogen is detected by the hydrogen sensor. If there is a concern that hydrogen leakage will not be detected as a result, and if a vehicle equipped with a fuel cell is involved in an accident such as a collision, There is a problem that the leaked hydrogen and the oxygen in the outside atmosphere react to easily cause a fire.

In addition, the conventional polymer electrolyte fuel cell design requires a separator and a gas diffusion material for uniformly diffusing the fuel gas and oxidant gas in the plane of the catalyst layer (attached to the anode and cathode). Therefore, the structure is complicated and the cost is high.

In addition, sulfonic acid group-containing fluororesin membranes used in conventional polymer electrolyte fuel cells are expensive due to the complicated synthesis route and have low heat resistance. There is a problem that the temperature (preferred operating temperature is 100 ° C. to 120 ° C.) must be limited to less than 100 ° C.

In addition, when using a sulfonic acid group-containing fluororesin membrane used in a conventional polymer electrolyte fuel cell as a proton conductive polymer membrane, the sulfonic acid group-containing fluororesin membrane is sufficiently swollen with water. In addition, since the system for this purpose is complicated, there is a problem that the cost is increased.

An object of the present invention is to provide a solid polymer fuel cell having a simple structure and having no separator and a gas diffusion material and having a simple structure, and a sulfonic acid group-containing fluorine having an inferior heat resistance as a proton conductive polymer layer A vehicle that uses solid polymer fuel cells and solid polymer fuel systems that are inexpensive and have excellent heat resistance, does not use resin, can reliably detect when hydrogen leaks, and is less prone to fire It is to be.

According to the first aspect of the present invention, there is provided a polymer electrolyte fuel cell device comprising a polymer electrolyte fuel cell and a housing for housing the polymer electrolyte fuel cell, and a hydrogen atom in the polymer electrolyte fuel cell device. A hydrogen tank for supplying hydrogen, a hydrogen sensor for detecting leakage of the hydrogen, a hydrogen supply path for supplying hydrogen from the hydrogen tank to the anode of the polymer electrolyte fuel cell device, and the hydrogen A polymer electrolyte fuel cell system provided with a pressure reducing valve between a supply path and the hydrogen tank is a vehicle attached to a chassis,
The polymer electrolyte fuel cell system is surrounded by a rigid shell, a sealed space is provided between the polymer electrolyte fuel cell system and the shell, and the sealed space is filled with an inert gas, The solid polymer fuel cell system and the shell are fixed by a deformation promoting member, and hydrogen in the inert gas is detected using the hydrogen sensor.

A solid polymer fuel cell device comprising a solid polymer fuel cell and a housing for housing the solid polymer fuel cell; a hydrogen tank for supplying hydrogen to the solid polymer fuel cell device; A hydrogen sensor for detecting leakage of hydrogen, a hydrogen supply path for supplying hydrogen from the hydrogen tank to the anode of the polymer electrolyte fuel cell device, and between the hydrogen supply path and the hydrogen tank A polymer electrolyte fuel cell system provided with a pressure reducing valve is a vehicle attached to a chassis,
The polymer electrolyte fuel cell system is surrounded by a rigid shell, a sealed space is provided between the polymer electrolyte fuel cell system and the shell, and the sealed space is filled with an inert gas, The solid polymer fuel cell system and the shell are fixed by a deformation promoting member, and by detecting hydrogen in the inert gas using the hydrogen sensor,
It is possible to provide a vehicle that can be reliably detected when hydrogen leaks from the vehicle and is less likely to cause a fire.

The invention according to claim 2 is the vehicle according to claim 1, wherein a material of the deformation promoting member is softer than a material of the hydrogen tank and a material of the housing.

By making the material of the deformation promoting member softer than the material of the hydrogen tank and the material of the housing, the deformation promoting member is preferentially plastically deformed when a stress such as a collision is applied to the vehicle. The deformation promoting member can absorb the stress energy, relax the stress received by the hydrogen tank and the housing, and prevent the hydrogen tank and the polymer electrolyte fuel cell device from being crushed.

The invention according to claim 3 is characterized in that the deformation promoting member is made of aluminum steel, the hydrogen tank is made of chromium molybdenum steel, and the housing is made of stainless steel. Vehicle.

By using aluminum as the deformation promoting member, using chromium molybdenum as the hydrogen tank, and using stainless steel as the housing, the material of the deformation promoting member can be made softer than the material of the hydrogen tank and the housing. .

Composition (% by weight)
2.5 ≦ Mg ≦ 4.0
1.5 ≦ Mn ≦ 2.5
3.0 ≦ Zn ≦ 5.5
Cu ≦ 0.3
Si ≦ 0.2
Fe ≦ 0.3
The proof stress at 100 ° C. of aluminum steel whose balance is made of Al and inevitable impurities is 200 N / mm ² or less.

Composition (% by weight)
8.00 ≦ Cr ≦ 10.00
0.70 ≦ Mo ≦ 1.30
0.10 ≦ C ≦ 0.20
0.30 ≦ Si ≦ 1.00
0.20 ≦ Mn ≦ 0.80
0.0030 ≦ N ≦ 0.0180
P ≦ 0.015
S ≦ 0.015
Cu ≦ 0.20
V ≦ 0.070
Nb ≦ 0.050
The proof stress at 100 ° C. of the chromium molybdenum steel whose balance is Fe and inevitable impurities is 250 N / mm ² or more.

Composition (% by weight)
17.0 ≦ Cr ≦ 20.0
7.0 ≦ Ni ≦ 10.5
0.30 ≦ Mn ≦ 2.00
0.05 ≦ N ≦ 0.15
C ≦ 0.03
Si ≦ 1.00
P ≦ 0.040
S ≦ 0.03%
The proof stress at 100 ° C. of the stainless steel whose balance is Fe and inevitable impurities is 260 N / mm ² or more.

Chromium-molybdenum steel is suitable as a material for a hydrogen tank as a material that is tough and hardly deteriorates due to hydrogen intrusion.

Aluminum steel is suitable as a material used for the deformation promoting member because it has an appropriate rigidity as the deformation promoting member and is lightweight.

Stainless steel is suitable as a material for the housing of a polymer electrolyte fuel cell as a material having rigidity and corrosion resistance.

According to a fourth aspect of the present invention, the structure of the deformation promoting member is a cross-sectional area changing structure formed by reducing a diameter of a bar having a circular cross section. The vehicle according to the item.

By making the structure of the deformation promoting member a cross-sectional area changing structure formed by reducing the diameter of a bar having a circular cross section, the deformation stress can be concentrated at the central portion and the minimum cross sectional area of the deformation promoting member. Further, the deformation of the fuel cell device can be minimized.

The invention according to claim 5 is the vehicle according to any one of claims 1 to 4, wherein the hydrogen supply path is a copper pipe having a normal spiral structure.

By making the hydrogen supply path a copper pipe having a normal spiral structure, when stress such as a collision is applied to the vehicle, the stress is absorbed by the normal spiral structure and the stress received by the hydrogen supply path is relieved. In addition, it is possible to prevent the hydrogen supply path from being crushed.
Further, copper is a metal having excellent extensibility and easily absorbs stress energy. Therefore, it is suitable as a material used for a hydrogen supply path.

The invention according to claim 6 is the vehicle according to any one of claims 1 to 5, wherein the shell is made of stainless steel.

By using stainless steel as the shell, a shell having rigidity and corrosion resistance can be obtained.

A seventh aspect of the invention is the vehicle according to any one of the first to sixth aspects, wherein the inert gas is made of nitrogen.

By using nitrogen as the inert gas, oxidation of hydrogen can be prevented, so that hydrogen can be easily detected even when hydrogen leaks, and hydrogen and oxygen react to ignite. This can be prevented.
Nitrogen is the cheapest gas among the inert gases, and is preferable from an economic viewpoint.

According to an eighth aspect of the present invention, the polymer electrolyte fuel cell is formed on an insulating substrate, a plurality of through holes serving as gas passages formed in the insulating substrate, and the surface of the through hole. 8. The method according to claim 1, further comprising: an anode and a cathode; and a proton conductive polymer layer formed on the insulating substrate so as to be in contact with the anode and the cathode. Vehicle.

The polymer electrolyte fuel cell includes an insulating substrate, a plurality of through holes serving as gas flow paths formed in the insulating substrate, an anode and a cathode formed on the surface of the through hole, the anode, and the anode By having a structure having a proton conductive polymer layer formed on the insulating substrate so as to be in contact with the cathode, a gas diffusion material and a separator become unnecessary, and the structure of the solid polymer fuel cell can be simplified. The cost of the polymer electrolyte fuel cell can be reduced.

According to a ninth aspect of the present invention, a plurality of unit cells comprising the anode, the cathode, and the proton conductive polymer layer in contact with the anode and the cathode are provided on the front and back surfaces of the insulating substrate. The vehicle according to claim 8, wherein the plurality of single battery cells are connected in series or in parallel by wiring.

A plurality of unit cells comprising the anode, the cathode, and the proton conductive polymer layer in contact with the anode and the cathode are disposed on the front and back surfaces of the insulating substrate, and the plurality of unit cells Are connected in series or in parallel by wiring, so that a polymer electrolyte fuel cell according to the application can be configured.
Although the theoretical electromotive force of the unit cell of the polymer electrolyte fuel cell is only 1.23 V, it is possible to obtain a high voltage by connecting the unit cells electrically in series using wiring. Become.

The invention according to claim 10 is the vehicle according to claim 8 or claim 9, wherein the proton conductive polymer layer is made of a proton conductive material and a binder.

Proton conduction with excellent proton conductivity, replacing the sulfonic acid group-containing fluororesin membrane with poor heat resistance by constituting the proton conducting polymer layer with a proton conducting substance and a binder. Can be obtained.

The invention according to claim 11 is characterized in that the anode and the cathode are made of an electron conductive material carrying a catalyst, a proton conductive material, and a binder. It is a vehicle given in any 1 paragraph.

The anode and the cathode are composed of an electron conductive material carrying a catalyst, a proton conductive material, and a binder, so that an oxidation-reduction reaction of the polymer electrolyte fuel cell (the following formulas (3) (4) )) Can be performed efficiently.

Anode; H ₂ → 2H ⁺ + 2e ⁻ (3)
Cathode; 4H ⁺ + 4e ⁻ + O ₂ → 2H ₂ O (4)

The catalyst serves as an active site for the reactions of the above formulas (3) and (4).

The electron conductive material has a role of supplying electrons to the catalytic reaction section (attached to the cathode) and collecting electrons from the catalytic reaction section (attached to the anode).

The proton conductive material has a role of conducting protons generated in the catalytic reaction section (attached to the anode).

The binder has a role of binding the electron conductive material carrying the catalyst and the proton conductive material.

According to a twelfth aspect of the present invention, in the vehicle according to the tenth or eleventh aspect, the proton conductive material is made of an aromatic compound substituted with a sulfonic acid group. is there.

An aromatic compound substituted with a sulfonic acid group can be synthesized at a low cost by a simple process of sulfonation and carbonization and has high proton conductivity.
Proton conductivity of the proton-conducting polymer obtained by using this, a ^{1.1 × 10 -1 ~1.2 × 10 -1} Scm -1, equivalent proton conducting the DuPont Nafion (registered trademark) Degrees.

The sulfonic acid group contributes to proton conduction, and the higher the sulfonic acid group density, the higher the proton conductivity.

Aromatic compounds have many polyene structures and are easy to replace sulfonic acid groups.

The invention according to claim 13 is the vehicle according to any one of claims 10 to 12, wherein the binder is polyethersulfone.

Polyether sulfone can withstand the operating environment of a polymer electrolyte fuel cell, has excellent heat resistance, oxidation deterioration resistance, reduction deterioration resistance, dimensional stability, and impact resistance, and is optimal as a binder.

The invention according to claim 14 is characterized in that the catalyst is made of one or more metals selected from Au, Pt, Pd, Rh, Ru, Os and Ir. Item 13. The vehicle according to any one of item 12.

The catalyst is composed of one or more metals selected from Au, Pt, Pd, Rh, Ru, Os and Ir, but Au, Pt, Pd, Rh, Ru, Os and Ir are group 1B or 8 Since it is a family and has high oxygen reduction ability and hydrogen oxidation ability, a polymer electrolyte fuel cell with good catalytic efficiency can be produced.

The invention according to claim 15 is the vehicle according to any one of claims 10 to 14, wherein the electron conductive material is acetylene black.

Acetylene black is excellent in electron conductivity and is optimal as an electron conduction means.

The invention according to claim 16 is characterized in that the catalyst has an average particle size (volume average particle size (Dv)) of 1 nm or more and 5 nm or less. Vehicle.

By setting the average particle size (volume average particle size (Dv)) of the catalyst to 1 nm or more and 5 nm or less, the solid polymer type fuel having a very large surface area per unit weight of the catalyst and excellent output characteristics with high catalyst efficiency. A battery can be fabricated.

It is difficult to make the average particle diameter (volume average particle diameter (Dv)) of the catalyst less than 1 nm, which increases the cost.
On the other hand, when the average particle diameter (volume average particle diameter (Dv)) of the catalyst exceeds 5 nm, the surface area per unit weight of the catalyst is decreased, the catalyst efficiency is deteriorated, and the electromotive force of the polymer electrolyte fuel cell is decreased. turn into.

The invention according to claim 17 is characterized in that the mixing ratio of the catalyst and the electron conductive material is 1: 2 to 2: 1 by weight. The vehicle according to the item.

By setting the mixing ratio of the catalyst and the electron conductive material to 1: 2 to 2: 1 by weight, a solid polymer fuel cell excellent in catalyst efficiency and output characteristics can be produced. (See Examples and Comparative Examples)

The invention according to claim 18 is the vehicle according to any one of claims 12 to 17, wherein the aromatic compound is made of anthracene or a derivative thereof.

Among the aromatic compounds, anthracene is most easily substituted for the sulfonic acid group.

The invention according to claim 19 is the vehicle according to any one of claims 8 to 18, wherein the insulating substrate is a phenol resin substrate or an epoxy resin substrate.

By using a phenol resin substrate or an epoxy resin substrate as the insulating substrate, a polymer electrolyte fuel cell that can withstand the operating temperature (80 to 120 ° C.) of the polymer electrolyte fuel cell can be obtained. Is.

The invention according to claim 20 is the vehicle according to claim 19, wherein the phenol resin substrate is a glass fiber reinforced phenol resin substrate.

By using a glass fiber reinforced phenol resin substrate as the phenol resin substrate, a solid polymer fuel cell having high strength and good dimensional stability can be obtained.

The invention according to claim 21 is the vehicle according to claim 19, wherein the epoxy resin substrate is a glass fiber reinforced epoxy resin substrate.

By using a glass fiber reinforced epoxy resin substrate as the epoxy resin substrate, a solid polymer fuel cell having high strength and good dimensional stability can be obtained.

According to the present invention, a solid polymer type fuel cell having a simple structure and having no separator and a gas diffusion material, and a sulfonic acid group-containing fluororesin having an inferior cost and heat resistance as a proton conductive polymer layer A solid polymer fuel cell and a solid polymer fuel cell system that are inexpensive and have excellent heat resistance, and that can reliably detect when hydrogen leaks and are less prone to fire be able to.

An example of the structure of the vehicle of the present invention will be described with reference to FIG.

The shell 1 is installed on the chassis 8 via the support member 7.
A hydrogen tank 2 and a polymer electrolyte fuel cell device 5 are installed in the shell 1 via a deformation promoting member 6.
The hydrogen tank 2 is connected to a hydrogen supply path 3 through a pressure reducing valve 9, and the hydrogen supply path 3 is connected to a polymer electrolyte fuel cell device 5.
A hydrogen sensor 4 is installed in the shell 1 (in the sealed space 10).

As a material for the deformation promoting member 6, aluminum steel having moderate rigidity and light weight can be used.

As aluminum steel, the composition (% by weight)
1.5 ≦ Mn ≦ 2.5
2.5 ≦ Mg ≦ 4.0
Zn ≦ 5.5
Cu ≦ 0.3
Si ≦ 0.2
Fe ≦ 0.3
The balance of Al and inevitable impurities can be used.
The proof stress at 100 ° C. of the aluminum steel having the above composition is 200 N / mm ² or less.

If the amount of Mn is less than 1.5% by weight, the corrosion resistance of the aluminum steel is remarkably deteriorated. If the amount of Mn exceeds 2.5% by weight, the shape freezing property of the aluminum steel is inferior.

If the Mg content is less than 2.5% by weight, the strength of the aluminum steel is too weak, and if the Mg content exceeds 4.0% by weight, the castability in the aluminum steel production process is deteriorated.

If the Zn content exceeds 5.5% by weight, the corrosion resistance of the aluminum steel is significantly deteriorated.

When the amount of Cu exceeds 0.3% by weight, the weldability of the aluminum steel is deteriorated.

When the amount of Si exceeds 0.3% by weight, intergranular corrosion tends to occur in the aluminum steel.

When the amount of Fe exceeds 0.3% by weight, crystallization occurs in the casting process of aluminum steel, and there is a concern about the occurrence of pitting corrosion of aluminum steel resulting therefrom.

As a material for the hydrogen tank 2, chromium molybdenum steel that is tough and hardly deteriorates due to hydrogen penetration can be used.

As chromium molybdenum steel, the composition (wt%)
8.00 ≦ Cr ≦ 10.00
0.70 ≦ Mo ≦ 1.30
0.30 ≦ Si ≦ 1.00
C ≦ 0.20
Mn ≦ 0.40
P ≦ 0.015
S ≦ 0.015
Cu ≦ 0.20
Nb ≦ 0.050
A composition having a balance of Fe and inevitable impurities can be used.
The yield strength at 100 ° C. of the chromium molybdenum steel having the above composition is 250 N / mm ² or more.

If the Cr content is less than 8.00% by weight, the corrosion resistance is inferior. If the Cr content exceeds 10.00% by weight, the eutectic carbide of the chromium molybdenum steel becomes coarse and the rolling fatigue characteristics of the chromium molybdenum steel deteriorate. I will let you.

If the Mo amount is less than 0.70% by weight, the creep strength of the chromium molybdenum steel is too weak. If the Mo amount exceeds 1.30% by weight, the weldability of the chromium molybdenum steel is impaired, and Mo is expensive. Therefore, the manufacturing cost will increase.

If the Si amount is less than 0.30% by weight, the proof strength of the chromium molybdenum steel is too weak, and if it exceeds 1.00% by weight, the toughness of the chromium molybdenum steel is deteriorated.

If the amount of C exceeds 0.20% by weight, the chromium molybdenum steel becomes brittle.

If the amount of Mn exceeds 0.40% by weight, the weldability of chromium molybdenum steel is impaired.

If the amount of P exceeds 0.015% by weight, there is a concern that embrittlement of chromium molybdenum steel is promoted.

When the amount of S exceeds 0.015% by weight, there is a concern that the welded portion of the chromium molybdenum steel tends to crack.

When the amount of Cu exceeds 0.20% by weight, the weldability of chromium molybdenum steel is impaired.

If the Nb amount exceeds 0.050% by weight, the weldability of the chromium molybdenum steel is impaired.

The polymer electrolyte fuel cell device 5 includes a polymer electrolyte fuel cell and a housing for housing the polymer electrolyte fuel cell.
As the material of the housing, stainless steel having rigidity and corrosion resistance can be used.

Stainless steel has a composition (% by weight)
17.0 ≦ Cr ≦ 20.0
7.0 ≦ Ni ≦ 10.5
N ≦ 0.15
Si ≦ 1.00
Mn ≦ 0.40
C ≦ 0.03
P ≦ 0.040
S ≦ 0.03
A composition having a balance of Fe and inevitable impurities can be used.
The yield strength at 100 ° C. of the stainless steel having the above composition is 260 N / mm ² or more.

If the Cr content is less than 17.0% by weight, the corrosion resistance is inferior, and if the Cr content exceeds 20.0% by weight, the eutectic carbide of the stainless steel becomes coarse, which reduces the rolling fatigue characteristics of the stainless steel. End up.

If the amount of Ni is less than 7.0% by weight, the proof stress of stainless steel is too weak, and if the amount of Ni exceeds 10.5% by weight, the workability will deteriorate.

When the N content exceeds 0.15% by weight, the impact transition temperature characteristics tend to be deteriorated.

When the amount of Si exceeds 1.00% by weight, the toughness of the chromium molybdenum steel is deteriorated.

If the amount of Mn exceeds 0.40% by weight, the weldability of stainless steel is impaired.

If the amount of C exceeds 0.30% by weight, the stainless steel becomes brittle.

When the amount of P exceeds 0.040% by weight, there is a concern that embrittlement of stainless steel is promoted.

When the amount of S exceeds 0.03% by weight, there is a concern that the welded portion of stainless steel tends to break.

The material of the deformation promoting member 6 is preferably softer than the material of the hydrogen tank 2 and the housing.
By making the material of the deformation promotion member 6 softer than the material of the hydrogen tank 2 and the material of the housing, the deformation promotion member 6 is preferentially plastically deformed when a stress such as a collision is applied to the vehicle. Thus, the stress energy can be absorbed by the deformation promoting member 6, the stress received by the hydrogen tank 2 and the housing can be relaxed, and the collapse of the hydrogen tank 2 and the housing can be prevented.

As the hydrogen supply path 3, a copper pipe having a normal spiral shape can be used.

By making the hydrogen supply path 3 a copper pipe having a normal spiral structure, when stress such as a collision is applied to the vehicle, the stress supplied to the hydrogen supply path 3 is absorbed by the normal spiral structure. It can be mitigated and the collapse of the hydrogen supply path 3 can be prevented.
Further, copper is a metal having excellent extensibility and easily absorbs stress energy. Therefore, it is suitable as a material used for the hydrogen supply path 3.

The shell 1 has a role of protecting the polymer electrolyte fuel cell system from external impacts and a role of supplementing hydrogen leaked from the polymer electrolyte fuel cell system.

A sealed space 10 is provided between the shell 1 and the polymer electrolyte fuel cell system, the hydrogen sensor 4 is installed in the sealed space 10, and the sealed space 10 is filled with an inert gas.

When hydrogen leaks from the polymer electrolyte fuel cell system, the leaked hydrogen is supplemented in the shell 1 to prevent a vehicle fire.

The supplemented hydrogen can be reliably detected by the hydrogen sensor 4 without escaping and escaping into the atmosphere.

When hydrogen leakage is detected from the polymer electrolyte fuel cell system by the hydrogen sensor 4, the pressure reducing valve 9 is closed.

As the material of the shell 1, SUS304 or SUS316 having excellent rigidity and corrosion resistance can be used.

An example of the structure of the polymer electrolyte fuel cell will be described with reference to FIG.

The polymer electrolyte fuel cell of the present invention includes an insulating substrate 110 ′ having a through hole 120 (fuel gas flow channel) and a through hole 140 (oxidant gas flow channel), and a through hole 120 (fuel gas flow channel). ) The anode 12 formed on the surface, the cathode 14 formed on the surface of the through-hole 140 (oxidant gas flow path), and the anode 12 and the cathode 14 are formed on the insulating substrate 110 ′ so as to be in contact therewith. The structure has a proton conductive polymer layer 13 and a wiring 11.

The anode 12 and the cathode 14 contain an electron conductive material carrying a catalyst, a proton conductive material, and a binder.

The operation of the polymer electrolyte fuel cell of the present invention will be described with reference to FIG.

H ₂ in the fuel gas is supplied from the through hole 120 (fuel gas flow path) to the surface of the catalyst contained in the anode 12, and is divided into H ⁺ and e ⁻ by the reaction of the following formula (3) by the action of the catalyst. It is. (See Fig. 3 (a) (b))

H ₂ → 2H ⁺ + 2e ⁻ (3)

H ⁺ generated on the surface of the catalyst contained in the anode 12 reaches the proton conducting polymer layer 13 via the proton conducting substance contained in the anode 12, and then passes through the proton conducting polymer layer 13. Thereafter, the surface of the catalyst contained in the cathode 14 is reached via the proton conductive material contained in the cathode 14. (See Fig. 3 (b))

The e ⁻ generated on the catalyst surface included in the anode 12 passes through the external circuit 200 and reaches the catalyst surface included in the cathode 14. (See Fig. 3 (b))

H ⁺ and e ⁻ reaching the catalyst surface included in the cathode 14 are caused by oxygen reaching the catalyst surface included in the cathode 14 from the through hole 140 (oxidant gas flow path) and the action of the catalyst included in the cathode 14. H ₂ O is obtained by the reaction of the following formula (4). (See FIGS. 3 (c) and 3 (d))

4H ⁺ + 4e ⁻ + O ₂ → 2H ₂ O (4)

A method for producing a polymer electrolyte fuel cell of the present invention will be described with reference to FIG.

First, the through hole 120 (fuel gas flow path) and the through hole 140 (oxidant gas flow path) are formed in the insulating substrate 110. (See Fig. 4 (b))

As the insulating substrate 110, a phenol resin substrate or an epoxy resin substrate can be used. As the phenol resin substrate, a glass fiber reinforced phenol resin substrate is preferable, and as the epoxy resin substrate, a glass fiber reinforced epoxy resin is used. A substrate is preferred.

As a method for forming the through hole 120 (fuel gas flow path) and the through hole 140 (oxidant gas flow path), a punching method, a drilling method, or a laser processing method can be used.

Next, the anode 12 is formed on the surface of the through hole 120 (fuel gas flow path), and the cathode 14 is formed on the surface of the through hole 140 (oxidant gas flow path). (See Fig. 4 (c))

The materials of the anode 12 and the cathode 14 include an aromatic compound substituted with a sulfonic acid group as a proton conductive material, acetylene black as an electron conductive material, and Au, Pt, Pd, Rh as a catalyst. One or two or more metals selected from Ru, Os and Ir, and polyethersulfone as a binder can be used.

As a method of forming the anode 12 and the cathode 14, an electron conductive material, a proton conductive material, and a binder carrying a catalyst are used as a solvent (N-methyl-1-pyrrolidone, isopropyl alcohol, normal propyl alcohol, etc.). A method may be used in which a catalyst ink is produced by dissolving the catalyst ink, and then screen printing is performed on the insulating substrate 110 ′ (having through holes formed).

The method for preparing the electron-conducting substance carrying the catalyst is to oxidize the electron-conducting substance to form acidic groups such as carboxyl groups on the surface of the electron-conducting substance, and then dissolve the complex cation with the catalyst. Immersion in seed-containing solution and ion exchange of ions present in the acid group on the surface of the electron conductive material with the complex cation having the catalyst, thereby supporting the complex having the catalyst on the surface of the electron conductive material. Thereafter, it is possible to use a method in which the solution is filtered and then washed with distilled water and then reduced.

The weight ratio of the catalyst and the electron conductive material is preferably 1: 2 to 2: 1.

Next, the proton conductive polymer layer 13 is formed on the insulating substrate 110 ′ (through holes are formed) so as to be in contact with the anode 12 and the cathode 14. (See Fig. 4 (d))

As a material for the proton conductive polymer layer 13, an aromatic compound substituted with a sulfonic acid group as a proton conductive substance and a polyether sulfone as a binder can be used.

As a method for forming the proton conductive polymer layer 13, a proton conductive substance and a binder are dissolved in a solvent (N-methyl-1-pyrrolidone, isopropyl alcohol, normal propyl alcohol, etc.) and proton conductive. A method of screen-printing the proton conductive polymer layer precursor ink on the insulating substrate 110 ′ (having through holes formed) so as to contact the anode 12 and the cathode 14 after the polymer layer precursor ink is generated Can be used.

Next, the wiring 11 is formed on the insulating substrate 110 ′. (See Fig. 4 (e))

As a material for the wiring 11, a silver paste in which fine silver powder is dispersed in an organic solvent and a resin, or a copper paste in which fine copper powder is dispersed in an organic solvent and a resin can be used.

As the organic solvent, butyl carbitol can be used.

As the resin, a phenol resin having a vinyl group can be used.

As a method for forming the wiring 11, a method of adjusting silver paste or copper paste to a viscosity of 30 to 40 Pa · s and then screen printing can be used.

(Production of hydrogen tank)
Form a hydrogen tank body with a 5 mm thick chrome molybdenum alloy plate in a cylindrical shape with a diameter of 330 mm, and then close both ends of the body with a mirror material made of a 5 mm thick chrome molybdenum alloy plate in a hemispherical shape. Then, a hydrogen tank was produced by welding.

(Attaching the pressure reducing valve to the hydrogen tank)
By forming a screw hole for attaching a pressure reducing valve to the mirror material, connecting a hydrogen tank and a commercially available pressure reducing valve through the screw hole, and then welding a connecting portion of the hydrogen tank and the pressure reducing valve, A pressure reducing valve was attached to the hydrogen tank.

(Connection of hydrogen supply path to pressure reducing valve)
An ordinary spiral copper tube having an inner diameter of 5 mm and an outer diameter of 7 mm was connected to the pressure reducing valve using a known joint method.

(Production of polymer electrolyte fuel cell)
First, dust adhered to an 80 μm thick glass fiber reinforced epoxy resin substrate (FR-4) (manufactured by Hitachi Chemical Co., Ltd., MCL-E-67) was removed using an air gun, and then bakelite was stacked on the iron plate. Set on the punching table.

Next, the glass fiber reinforced epoxy resin substrate set on the punching table was punched with a punching blade incorporated in a press, and 20 through-holes with a diameter of 3 mm were formed in the glass fiber reinforced epoxy resin substrate.

Next, 40 g of anthracene is dissolved in 600 ml of concentrated sulfuric acid (96%) and heated at 250 ° C. for 15 hours, after which the concentrated sulfuric acid is removed by filtration, and then the residue is washed with water to replace the sulfonic acid group. An aromatic compound (sulfonic acid density = 4.6 mmol / g) was obtained.

Aromatic compounds substituted with sulfonic acid groups are uniaxially molded using a mold, and then cylindrical (diameter 10 mm × height 0) at a pressure of 2000 kg / cm ² using a hydrostatic pressure press (CIP). .7 mm) and then forming a measurement electrode by vapor-depositing Pt on both sides of the cylindrical disk, and then connecting the measurement electrode to the terminal of the impedance analyzer via a conductor, After the columnar disk was brought to 100 ° C. and humidity 0% (measured by the Karl Fischer method), the ohmic resistance value of the columnar disk was measured using a known alternating current impedance method at a measurement frequency of 20 kHz. Then, the proton of the aromatic compound in which the sulfonic acid group is substituted from the ohmic resistance value (corrected for the lead resistance component in the measuring apparatus) and the dimensions of the cylindrical disk Was calculated conductivity, the proton conductivity of the aromatic compounds having sulfonate group substituted was ^{1.4 × 10 -1 S · cm -1} .

Next, 25 g of acetylene black (specific surface area 257 m ² / g) (manufactured by Cabot, Vulcan XC-72R) is placed in 10 liter of 0.5 mol / liter potassium permanganate aqueous solution and reacted at 75 ° C. for 5 hours. It was.

Next, the reaction product is filtered off, washed with distilled water at 75 ° C., dried at 105 ° C., and then hexaammineplatinum (IV) chloride having a platinum content of 10 g / liter ([Pt (IV ) (NH ₃ ) ₆ ] Cl ₄ ) Ion exchange was performed by immersion in an aqueous solution at room temperature.

Next, the reaction product is filtered off from the reaction solution, and then the reaction product is washed with distilled water at 75 ° C., then dried at 105 ° C., and then in a hydrogen stream at a temperature of 180 ° C. By reducing, an electron conductive material carrying a Pt catalyst was obtained.

Next, acetylene black (electron conductive material) carrying Pt (catalyst) having an average particle diameter (volume average particle diameter (Dv)) of 1 nm so as to have the following composition (Pt weight: acetylene black weight = 1) : 2) The aromatic compound (proton conductive material) substituted with the sulfonic acid group and the polyethersulfone (binder) are dissolved in a solvent, and then ultrasonically stirred at a frequency of 40 kHz for 15 minutes. Thus, the catalyst ink was prepared.
Acetylene black (electron conductive material) carrying Pt (catalyst) 7.5% by weight
・ Aromatic compound substituted with sulfonic acid group (proton conductive substance) 2.5% by weight
・ Polyethersulfone (binder) 10.0% by weight
・ N-methyl-1-pyrrolidone (solvent) 30.0% by weight
・ Isopropyl alcohol (solvent) 25.0% by weight
Normal propyl alcohol (solvent) 25.0% by weight

When the viscosity of the catalyst ink was measured using a rotational viscometer (manufactured by Rion, Viscotester VT-04), the viscosity of the catalyst ink was 3.0 × 10 ² mPa · s at 25 ° C.

Next, the aromatic compound (proton conductive material) substituted with the sulfonic acid group and the polyethersulfone (binder) are dissolved in a solvent so as to have the following composition, and then at a frequency of 40 kHz. The proton conductive polymer layer precursor ink was prepared by ultrasonic stirring for 15 minutes.
・ Aromatic compound substituted with sulfonic acid group (proton conductive material) 10.0% by weight
・ Polyethersulfone (binder) 10.0% by weight
・ N-methyl-1-pyrrolidone (solvent) 30.0% by weight
・ Isopropyl alcohol (solvent) 25.0% by weight
Normal propyl alcohol (solvent) 25.0% by weight

When the viscosity of the proton conductive polymer layer precursor ink was measured using a rotational viscometer (manufactured by Rion, Viscotester VT-04), the viscosity of the proton conductive polymer layer precursor ink was 25 ° C. It was 3.1 × 10 ² mPa · s.

Next, the prepared catalyst ink was placed on a screen of # 250SUS mesh × emulsion thickness 20 μm × wire diameter 0.05 mm.

Next, glass with catalyst ink through-holes formed under the conditions that the squeegee pressure is 5 kgf / cm ² , the squeegee speed is 100 mm / second, and the clearance between the screen and the glass fiber-reinforced epoxy resin substrate with through-holes formed is 2.5 mm. Extruded (screen-printed) onto a fiber-reinforced epoxy resin substrate, then heat-treated at 120 ° C. for 1 hour in a nitrogen atmosphere, and then allowed to cool for 30 minutes to form a glass fiber-reinforced epoxy resin substrate An anode and a cathode were formed on the surface of the through hole.

Next, the prepared proton conductive polymer layer precursor ink was placed on a screen of # 250 SUS mesh × emulsion thickness 20 μm × wire diameter 0.05 mm.

Next, a proton conductive polymer layer precursor under the conditions that the squeegee pressure is 5 kgf / cm ² , the squeegee speed is 100 mm / second, and the clearance between the screen and the glass fiber reinforced epoxy resin substrate on which the anode and cathode are formed is 2.5 mm. The ink was extruded (screen-printed) onto a glass fiber reinforced epoxy resin substrate with through holes formed so as to be in contact with the anode and cathode, and then subjected to a heat treatment at 120 ° C. for 1 hour in a nitrogen atmosphere. By allowing to cool for 30 minutes, a proton conductive polymer layer was formed.

Next, by diluting a conductive silver paste (manufactured by Asahi Chemical Laboratory Co., Ltd., LS-504J) with butyl carbitol, a viscosity of 3.5 × 10 ² mPa · s (rotational viscosity at 25 ° C. It was adjusted to a total (measured value by Viscotester VT-04, manufactured by Rion Co., Ltd.).

Next, the prepared conductive silver paste was placed on a screen of # 200SUS mesh × emulsion thickness 20 μm × wire diameter 0.05 mm.

Next, the conductive silver paste was applied under the conditions that the squeegee pressure was 5 kgf / cm ² , the squeegee speed was 100 mm / sec, and the clearance between the screen and the glass fiber reinforced epoxy resin substrate on which the proton conductive polymer layer had been formed was 2.5 mm. Extrusion (screen printing) onto a glass fiber reinforced epoxy resin substrate so as to contact the anode and the cathode, and then a heat treatment at 150 ° C. for 30 minutes in a nitrogen atmosphere, followed by cooling for 30 minutes, A wiring for connecting 300 sets of electrode pairs (consisting of an anode and a cathode) in electrical series was prepared.

(Measurement of electromotive force of polymer electrolyte fuel cell)
Next, a fuel gas introduction pipe is connected to the through hole (fuel gas passage) of the polymer electrolyte fuel cell, and an oxidant gas introduction pipe is connected to the through hole (oxidant gas passage) of the polymer electrolyte fuel cell. And a fuel gas (100 ° C., 0% relative humidity) having a composition of H ₂ : CO ₂ : H ₂ O = 82: 8: 10 is caused to flow through the fuel gas introduction pipe at a flow rate of 0.3 liter / min. At the same time, the polymer electrolyte fuel cell is set to 100 ° C. and 0% relative humidity while oxygen gas (100 ° C., relative humidity 0%) is allowed to flow through the oxidant gas introduction pipe at a flow rate of 1.0 liter / min. And stored for 10 hours.

After storage for 10 hours, the water content of the proton conductive polymer in the solid polymer fuel cell was 0% humidity (measured by the Karl Fischer method).

The electromotive force of the polymer electrolyte fuel cell at this time was 312 V, and it was confirmed that a good output was obtained.

(Production of polymer electrolyte fuel cell system)
First, the composition (% by weight)
Cr = 18.50%
Ni = 9.00%
Mn = 1.00%
N = 0.10%
C = 0.01%
Si = 0.50%
P = 0.02%
S = 0.01%
A melt of 1675 ° C., the balance of which was Fe and inevitable impurities, was poured into the mold.

Next, the mold was released when the internal temperature of the mold dropped to 1000 ° C., and then cooled using water at 25 ° C. to produce a housing for housing the polymer electrolyte fuel cell.

Next, the polymer electrolyte fuel cell was assembled in a housing to produce a polymer electrolyte fuel cell device.

Next, the hydrogen supply path was connected to the polymer electrolyte fuel cell device using a known joint method.

(Production of deformation promoting member)
Next, the composition (% by weight) is
Mn = 2.0%
Mg = 3.0%
Zn = 4.5%
Cu = 0.2%
Si = 0.1%
Fe = 0.2%
By reducing the diameter of an aluminum bar having a circular cross-section with the balance being Al and inevitable impurities so that the cross-sectional area at the center of the aluminum bar becomes 50% of the cross-sectional area at the end of the aluminum bar using a continuous rolling mill. A deformation promoting member was produced.

(Production of shell)
First, the composition (% by weight)
Cr = 18.50%
Ni = 9.00%
Mn = 1.00%
N = 0.10%
C = 0.01%
Si = 0.50%
P = 0.02%
S = 0.01%
A melt of 1675 ° C., the balance of which was Fe and inevitable impurities, was poured into the mold.

Next, when the internal temperature of the mold is lowered to 1000 ° C., mold release is performed, and then cooling is performed using water at 25 ° C., thereby producing a shell for housing the polymer electrolyte fuel cell system. did.

(Production of vehicle)
Next, after welding the polymer electrolyte fuel cell system, the deformation promoting member, and the shell, and fixing the polymer electrolyte fuel cell system in the shell, the shell and the chassis are bolted to obtain the vehicle. It was.

A polymer electrolyte fuel cell was produced in the same manner as in Example 1 except that the average particle diameter (volume average particle diameter (Dv)) of Pt (catalyst) was 3 nm, and the electromotive force of the polymer electrolyte fuel cell was changed. It was measured.

The electromotive force of the polymer electrolyte fuel cell was 307 V, and it was confirmed that good output was obtained.

A polymer electrolyte fuel cell was produced in the same manner as in Example 1 except that the average particle diameter (volume average particle diameter (Dv)) of Pt (catalyst) was 5 nm, and the electromotive force of the polymer electrolyte fuel cell was changed. It was measured.

The electromotive force of the polymer electrolyte fuel cell was 301 V, and it was confirmed that a good output was obtained.

Pt (catalyst) weight: Acetylene black (electron-conducting substance) weight = Except that the weight was 1: 1, a polymer electrolyte fuel cell was produced in the same manner as in Example 1, and the electromotive force of the polymer electrolyte fuel cell was changed. It was measured.

The electromotive force of the polymer electrolyte fuel cell was 333 V, and it was confirmed that a good output was obtained.

Example 1 except that the average particle size (volume average particle size (Dv)) of Pt (catalyst) was 3 nm, Pt (catalyst) weight: acetylene black (electron conductive material) weight = 1: 1 A polymer electrolyte fuel cell was produced, and the electromotive force of the polymer electrolyte fuel cell was measured.

The electromotive force of the polymer electrolyte fuel cell was 306 V, and it was confirmed that good output was obtained.

Example 1 except that the average particle size (volume average particle size (Dv)) of Pt (catalyst) was 5 nm, Pt (catalyst) weight: acetylene black (electron conductive material) weight = 1: 1 A polymer electrolyte fuel cell was produced, and the electromotive force of the polymer electrolyte fuel cell was measured.

The electromotive force of the polymer electrolyte fuel cell was 305 V, and it was confirmed that a good output was obtained.

Pt (catalyst) weight: Acetylene black (electron-conducting substance) weight = Except that the weight was set to 2: 1, a polymer electrolyte fuel cell was produced in the same manner as in Example 1, and the electromotive force of the polymer electrolyte fuel cell was It was measured.

The electromotive force of the polymer electrolyte fuel cell was 354 V, and it was confirmed that a good output was obtained.

Example 1 except that the average particle size (volume average particle size (Dv)) of Pt (catalyst) was 3 nm, Pt (catalyst) weight: acetylene black (electron conductive material) weight = 2: 1 A polymer electrolyte fuel cell was produced, and the electromotive force of the polymer electrolyte fuel cell was measured.

The electromotive force of the polymer electrolyte fuel cell was 318 V, and it was confirmed that a good output was obtained.

Example 1 except that the average particle size (volume average particle size (Dv)) of Pt (catalyst) was 5 nm, and Pt (catalyst) weight: acetylene black (electron conductive material) weight = 2: 1. A polymer electrolyte fuel cell was produced, and the electromotive force of the polymer electrolyte fuel cell was measured.

The electromotive force of the polymer electrolyte fuel cell was 309 V, and it was confirmed that good output was obtained.

<Comparative Example 1>
A polymer electrolyte fuel cell was produced in the same manner as in Example 1 except that the average particle diameter (volume average particle diameter (Dv)) of Pt (catalyst) was 10 nm. It was measured.

The electromotive force of the polymer electrolyte fuel cell was 216V.

<Comparative example 2>
Example 1 except that the average particle diameter (volume average particle diameter (Dv)) of Pt (catalyst) was set to 10 nm, and Pt (catalyst) weight: acetylene black (electron conductive substance) weight = 1: 1. A polymer electrolyte fuel cell was prepared, and the electromotive force of the polymer electrolyte fuel cell was measured.

The electromotive force of the polymer electrolyte fuel cell was 225V.

<Comparative Example 3>
Example 1 except that the average particle size (volume average particle size (Dv)) of Pt (catalyst) was set to 10 nm, and Pt (catalyst) weight: acetylene black (electron conductive material) weight = 2: 1. A polymer electrolyte fuel cell was prepared, and the electromotive force of the polymer electrolyte fuel cell was measured.

The electromotive force of the polymer electrolyte fuel cell was 234V.

<Comparative example 4>
Pt (catalyst) weight: Acetylene black (electron-conducting substance) weight = 1: 3 A polymer electrolyte fuel cell was produced in the same manner as in Example 1, and the electromotive force of the polymer electrolyte fuel cell was changed. It was measured.

The electromotive force of the polymer electrolyte fuel cell was 213V.

<Comparative Example 5>
Example 1 except that the average particle size (volume average particle size (Dv)) of Pt (catalyst) was 5 nm, Pt (catalyst) weight: acetylene black (electron conductive material) weight = 1: 3 A polymer electrolyte fuel cell was prepared, and the electromotive force of the polymer electrolyte fuel cell was measured.

The electromotive force of the polymer electrolyte fuel cell was 204V.

<Comparative Example 6>
Pt (catalyst) weight: acetylene black (electron conductive substance) weight = 3: 1 except that the solid polymer type fuel cell was produced in the same manner as in Example 7, and the electromotive force of the solid polymer type fuel cell was changed. It was measured.

The electromotive force of the polymer electrolyte fuel cell was 354V.

Although Pt was used in a larger amount than in Example 7, the electromotive force was the same as in Example 7, and no meaning was found to increase the amount of expensive Pt used.

<Comparative Example 7>
Pt (catalyst) weight: acetylene black (electron conductive substance) weight = 3: 1 except that the solid polymer type fuel cell was produced in the same manner as in Example 9, and the electromotive force of the solid polymer type fuel cell was changed to It was measured.

The electromotive force of the polymer electrolyte fuel cell was 309V.

Although Pt was used in a larger amount than in Example 9, the electromotive force was the same as in Example 9, and no meaning was found to increase the amount of expensive Pt used.

The vehicle of the present invention can be used for an automobile.

It is sectional drawing for demonstrating the structure of the vehicle of this invention. It is a front view for demonstrating the structure of the polymer electrolyte fuel cell of this invention. It is a figure for demonstrating operation | movement of the polymer electrolyte fuel cell of this invention. It is sectional drawing for demonstrating the manufacturing method of the polymer electrolyte fuel cell of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Shell 2 ... Hydrogen tank 3 ... Hydrogen supply path 4 ... Hydrogen sensor 5 ... Solid polymer fuel cell device 6. Deformation promoting member 7 ... Support member 8 ... Chassis 9 ... Pressure reducing valve 10 ... Sealed space 11 ... Wiring 12... Anode 13... Proton conducting polymer layer 14... Cathode 110... Insulating substrate 110 ′ (insulating substrate with through holes formed) 120... Through hole (fuel gas flow path)
140... Through hole (oxidant gas flow path)
200: External circuit

Claims (21)

A solid polymer fuel cell device comprising a solid polymer fuel cell and a housing for housing the solid polymer fuel cell; a hydrogen tank for supplying hydrogen to the solid polymer fuel cell device; A hydrogen sensor for detecting leakage of hydrogen, a hydrogen supply path for supplying hydrogen from the hydrogen tank to the anode of the polymer electrolyte fuel cell device, and between the hydrogen supply path and the hydrogen tank A polymer electrolyte fuel cell system provided with a pressure reducing valve is a vehicle attached to a chassis,
The polymer electrolyte fuel cell system is surrounded by a rigid shell, a sealed space is provided between the polymer electrolyte fuel cell system and the shell, and the sealed space is filled with an inert gas, The vehicle, wherein the polymer electrolyte fuel cell system and the shell are fixed by a deformation promoting member, and hydrogen in the inert gas is detected using the hydrogen sensor. The vehicle according to claim 1, wherein a material of the deformation promoting member is softer than a material of the hydrogen tank and a material of the housing. The vehicle according to claim 1 or 2, wherein the deformation promoting member is made of aluminum steel, the hydrogen tank is made of chromium molybdenum steel, and the housing is made of stainless steel. The vehicle according to any one of claims 1 to 3, wherein the structure of the deformation promoting member is a cross-sectional area changing structure formed by reducing a diameter of a bar having a circular cross section. The vehicle according to any one of claims 1 to 4, wherein the hydrogen supply path is a copper pipe having a normal spiral structure. The vehicle according to any one of claims 1 to 5, wherein the shell is made of stainless steel. The vehicle according to any one of claims 1 to 6, wherein the inert gas is made of nitrogen. The polymer electrolyte fuel cell includes an insulating substrate, a plurality of through holes serving as gas passages formed in the insulating substrate, an anode and a cathode formed on the surface of the through hole, the anode, and the anode The vehicle according to claim 1, further comprising a proton conductive polymer layer formed on the insulating substrate so as to be in contact with the cathode. A plurality of unit cells comprising the anode, the cathode, and the proton conductive polymer layer in contact with the anode and the cathode are disposed on the front and back surfaces of the insulating substrate, and the plurality of unit cells These are connected in series or in parallel by wiring, The vehicle of Claim 8 characterized by the above-mentioned. The vehicle according to claim 8 or 9, wherein the proton conductive polymer layer is made of a proton conductive material and a binder. The vehicle according to any one of claims 8 to 10, wherein the anode and the cathode are made of an electron conductive material carrying a catalyst, a proton conductive material, and a binder. The vehicle according to claim 10 or 11, wherein the proton conductive material is made of an aromatic compound substituted with a sulfonic acid group. The vehicle according to any one of claims 10 to 12, wherein the binder is polyethersulfone. The said catalyst consists of 1 type, or 2 or more types of metals chosen from Au, Pt, Pd, Rh, Ru, Os, and Ir, The any one of Claim 11 thru | or 13 characterized by the above-mentioned. Vehicle. The vehicle according to any one of claims 11 to 14, wherein the electron conductive substance is acetylene black. The vehicle according to any one of claims 11 to 15, wherein an average particle diameter (volume average particle diameter (Dv)) of the catalyst is 1 nm or more and 5 nm or less. The vehicle according to any one of claims 11 to 16, wherein a mixing ratio of the catalyst and the electron conductive material is 1: 2 to 2: 1 by weight. The vehicle according to any one of claims 12 to 17, wherein the aromatic compound is made of anthracene or a derivative thereof. The vehicle according to any one of claims 8 to 18, wherein the insulating substrate is a phenol resin substrate or an epoxy resin substrate. The vehicle according to claim 19, wherein the phenol resin substrate is a glass fiber reinforced phenol resin substrate. The vehicle according to claim 19, wherein the epoxy resin substrate is a glass fiber reinforced epoxy resin substrate.