JP2013076433A - Tank device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a tank device where pressure of liquid filled inside is hardly increased.SOLUTION: The tank device includes: a tank body 11 having hydrogen filled therein and having an outer pillar shape; a normally closed relief valve 20 provided at one end of the tank body 11 and relieving pressure in the tank body 11 by opening the valve and releasing the hydrogen in the tank body 11; a valve opening means for opening the relief valve 20 through power distribution; a peltier element 50 provided at the other end of the tank body 11, and generating power based on a temperature difference between a low-temperature part 41 and a high-temperature part 42 receiving heat; and a power line 51 supplying power of the peltier element 50 to the valve opening means.

Description

  The present invention relates to a tank apparatus.

In recent years, a fuel cell vehicle equipped with a fuel cell and running on the electric power has been developed. In such a fuel cell vehicle, in addition to the fuel cell, a hydrogen tank (tank device) that supplies hydrogen (fluid) to the fuel cell, a compressor that supplies air, and a refrigerant pump that circulates the refrigerant through the fuel cell Also installed are a PDU (Power Drive Unit) that converts DC power into AC power, a motor for traveling, a drive train that transmits the driving force of the motor to the drive wheels, and the like.
Here, external devices such as a compressor, a refrigerant pump, a PDU, and a drive train generate heat as they operate.

  Such a hydrogen tank has a tank body filled with hydrogen at a high pressure, and a pressure relief valve (relief valve) that releases the pressure by releasing hydrogen to the outside so that the pressure of the tank body does not become excessively high. ) (Patent Documents 1 and 2).

  A plurality of pressure reducing valves (regulators) are provided in the hydrogen supply channel through which hydrogen flows from the hydrogen tank toward the fuel cell. Then, the hydrogen target pressure is set according to the power generation requirement calculated based on the accelerator opening, etc., and the pressure reducing valve is controlled so that the secondary pressure of the pressure reducing valve becomes the calculated target pressure. doing.

Japanese Utility Model Publication No. 1-65469 JP 2002-286138 A

  However, as described above, when heat generated by an external device such as a compressor is input to the hydrogen tank, hydrogen expands and the pressure of the hydrogen tank increases. Thus, when the pressure of the hydrogen tank increases, the primary pressure of the pressure reducing valve also increases, and there is a possibility that hydrogen is supplied to the fuel cell at a pressure higher than the target pressure. . When hydrogen is supplied at such a high pressure, not only hydrogen is not consumed well in the fuel cell, but also the fuel cell may be deteriorated.

  Here, a method of mounting a wide-range pressure reducing valve with a wide control range is also conceivable, but such a wide-range pressure reducing valve is very expensive, and thus requires a cost.

  Then, this invention makes it a subject to provide the tank apparatus with which the pressure of the fluid with which it fills is hard to raise.

  As means for solving the above-mentioned problems, the present invention provides a tank body filled with fluid and having an outer shape of a cylinder, and is provided on one end side of the tank body. A normally closed pressure relief valve that releases the pressure of the tank body by releasing, a valve opening means that opens the pressure relief valve by energization, and provided at the other end of the tank body. A tank apparatus comprising: a Peltier element that generates electric power based on a temperature difference between a part and a high-temperature part that receives heat; and a power line that supplies electric power of the Peltier element to the valve opening means. .

  According to such a configuration, in the Peltier element provided on the other end side of the tank body, the heat of an external device such as a compressor that generates heat during operation is received by the high temperature part, and the temperature between the high temperature part and the low temperature part When power is generated based on the difference, this power is supplied to the valve opening means via the power line. The valve opening means energized in this way opens a pressure relief valve provided on one end side of the tank body. Then, the pressure relief valve releases the fluid in the tank body to the outside and releases the pressure in the tank body. As a result, the pressure of the tank body is less likely to increase due to the heat of the external device.

  Therefore, the regulator that controls the pressure of the fluid from the tank device does not need to be in a wide range, and a system that includes the regulator and receives the supply of fluid (in the embodiment described later, a fuel cell system) can be configured simply and inexpensively. Further, since the primary pressure of the regulator or the like is unlikely to rise, the pressure of the fluid can be appropriately controlled by the regulator and then supplied to a fluid demanding device (a fuel cell in the embodiment described later) that requires the fluid. .

  Further, in the tank apparatus, the valve opening means heats the molten metal body by melting and moving the valve body of the pressure relief valve in the valve opening direction by melting and the electric power from the Peltier element. And a heater.

  According to such a configuration, when electric power from the Peltier element is supplied to the heater, the heater heats the molten metal body. When the molten metal body melts, the valve body of the pressure relief valve moves in the valve opening direction, and the pressure relief valve can be opened.

  The tank device may further include a heat-dissipating heat insulating member that insulates the molten metal body and / or the heater from the outside so that heat from the heater is not dissipated to the outside but is transmitted to the molten metal body. preferable.

  According to such a configuration, since the heat radiation preventing heat insulating member insulates the molten metal body and / or the heater from the outside, heat can be transmitted from the heater to the molten metal body without being radiated to the outside.

  In the tank apparatus, it is preferable that the valve opening means includes an actuator that is driven by electric power from the Peltier element and moves the valve body of the pressure relief valve in the valve opening direction.

  According to such a configuration, the valve body of the pressure relief valve can be moved in the valve opening direction by the actuator (driving body) of the valve opening means being driven by the electric power from the Peltier element.

  Moreover, it is preferable that the tank apparatus includes a temperature difference forming heat insulating member that insulates the low temperature portion from the outside so as not to input heat to the low temperature portion of the Peltier element from the outside.

  According to such a configuration, the temperature difference forming heat insulating member thermally insulates the low temperature portion from the outside so that the heat does not enter the low temperature portion of the Peltier element from the outside. Accordingly, in the Peltier element, a temperature difference is easily formed between the high temperature portion and the low temperature portion, and electric power is easily generated based on this temperature difference.

  Further, in the tank device, the tank body is made of metal and has a pedestal portion on the other end side, and the low temperature portion of the Peltier element is in contact with the pedestal portion made of metal. It is preferable.

  According to such a configuration, since the tank body is made of metal, the pedestal portion on the other end side tends to be low temperature. Since the low temperature portion of the Peltier element is in contact with the metal pedestal that tends to be low in temperature, a temperature difference is easily formed in the Peltier element, and electric power is easily generated based on this temperature difference.

  In the tank device, it is preferable that the tank main body is mounted on a vehicle, and the low temperature portion of the Peltier element is provided on a metal component constituting the vehicle body of the vehicle.

  According to such a configuration, the low temperature part of the Peltier element is made of a metal that constitutes the vehicle body of the vehicle and is provided in a component that tends to be low in temperature. Therefore, a temperature difference is easily formed in the Peltier element. Electric power is likely to be generated based on the temperature difference.

  In the tank device, the tank body is mounted on a vehicle having a refrigerant circuit through which a cooling refrigerant flows, and the low temperature portion of the Peltier element is provided in a component of the refrigerant circuit. Preferably it is.

  According to such a configuration, since the low temperature part of the Peltier element is provided in a component that tends to be low in the refrigerant circuit, a temperature difference is easily formed in the Peltier element, and electric power is generated based on this temperature difference. It becomes easy to do.

  In the tank device, the power line is preferably covered with a heat-resistant layer.

  According to such a configuration, since the power line is covered with the heat-resistant layer, the power line is hardly damaged by heat from the outside.

  According to these aspects of the present invention, it is possible to provide a tank apparatus in which the pressure of the fluid filled therein is unlikely to increase.

1 is a side view of a fuel cell vehicle according to a first embodiment. It is the figure which looked at the fuel cell vehicle and hydrogen tank which concern on 1st Embodiment from back. It is a sectional side view of the relief valve which concerns on 1st Embodiment, and has shown the valve closing state (normal time). It is a sectional side view of the relief valve which concerns on 1st Embodiment, and has shown the valve opening state (at the time of high temperature). It is a sectional side view of the Peltier device concerning a 1st embodiment. It is a side view which shows typically the relief valve which concerns on 2nd Embodiment. It is the figure which looked at the fuel cell vehicle and hydrogen tank which concern on 3rd Embodiment from back. It is sectional drawing of the Peltier device and cross member which concern on 3rd Embodiment, and respond | corresponds to the X1-X1 line cross section of FIG. It is a top view of the fuel cell vehicle concerning a 3rd embodiment.

<< First Embodiment >>
A first embodiment of the present invention will be described with reference to FIGS.

≪Configuration of fuel cell vehicle≫
As shown in FIG. 1, a fuel cell vehicle 100 (vehicle, moving body) according to the first embodiment includes a fuel cell stack 110 (fuel cell), a hydrogen tank 1 (tank device), a pressure reducing valve 121, a compressor. 131 and a diluter 132.
Note that specific types of the fuel cell vehicle 100 include, for example, an automobile, a tricycle, a motorcycle, a unicycle, a train, and the like.

  The fuel cell stack 110 is a polymer electrolyte fuel cell (PEFC), and a plurality of single cells formed by sandwiching MEA (Membrane Electrode Assembly) with separators (not shown) are stacked. Has been configured. The MEA includes an electrolyte membrane (solid polymer membrane) and a cathode and an anode that sandwich the membrane. Each separator is formed with an anode flow path 111 (fuel gas flow path) and a cathode flow path 112 (oxidant gas flow path) formed of grooves and through holes.

  The hydrogen tank 1 is a tank filled with hydrogen (fuel gas) supplied to the anode flow path 111. The hydrogen tank 1 is connected to the inlet of the anode flow path 111 via a pipe 121a, a pressure reducing valve 121 (regulator), and a pipe 121b, and the hydrogen in the hydrogen tank 1 passes through the pipe 121a and the like to the anode. It is supplied to the flow path 111.

  That is, the pipe 121a and the pipe 121b constitute a hydrogen supply channel (fuel gas supply channel), and a pressure reducing valve 121 is provided in the hydrogen supply channel. The hydrogen supply flow path is also provided with a normally closed shut-off valve that is controlled to open and close by an ECU (Electronic Control Unit) (not shown). Note that a plurality of pressure reducing valves and shut-off valves are provided in the downstream direction, such as a primary shut-off valve, a primary pressure-reducing valve, a secondary shut-off valve, and a secondary pressure-reducing valve.

  For example, as described in Japanese Patent Application Laid-Open No. 2004-185831 filed by the applicant of the present application, the pressure reducing valve 121 is configured such that the hydrogen pressure in the anode channel 111 and the cathode channel are based on the pilot pressure input from the pipe 121c. It is a primary pressure reducing valve that lowers the hydrogen pressure so that the air pressure at 112 is balanced. The upstream end of the pipe 121c is connected to a pipe 131a through which air flowing toward the cathode channel 112 flows in order to guide pilot pressure air.

  The outlet of the anode channel 111 is connected to the diluter 132 via a pipe 121d. Then, the anode off gas discharged from the anode flow path 111 is discharged to the diluter 132 through the pipe 121d.

  The compressor 131 is connected to the inlet of the cathode flow path 112 via the pipe 131a. When the compressor 131 is operated in accordance with a command from the ECU, the compressor 131 takes in and compresses air containing oxygen, and pumps it to the cathode flow path 112. It has become. The compressor 131 is powered by a fuel cell stack 110 or a high voltage battery (not shown).

  The compressor 131 is a heat source that generates operating heat when it is operated. In the present embodiment, a case where a part of the operating heat is transmitted to the hydrogen tank 1 is illustrated. That is, the compressor 131 is an external device that generates heat when viewed from the hydrogen tank 1. In addition to the compressor 131, the external devices that generate heat in this manner include various types such as an ECU, a refrigerant pump, a high-pressure battery, a PDU, and a drive train.

The outlet of the cathode channel 112 is connected to the diluter 132 via a pipe 132a. The cathode off-gas discharged from the cathode channel 112 is discharged to the diluter 132 through the pipe 132a.
The pipe 132a is provided with a normally open back pressure valve (not shown) whose opening degree is controlled by the ECU. That is, the ECU calculates the required power generation amount, the target air pressure, and the target hydrogen pressure based on the accelerator opening that is the required output amount to the vehicle by the operator of the fuel cell 100, so that the target air pressure is obtained. The opening of the back pressure valve and the rotational speed of the compressor 131 are controlled.

  The diluter 132 dilutes the hydrogen in the anode off-gas from the pipe 121d with the cathode off-gas from the pipe 132a to reduce the hydrogen concentration, and has a dilution space inside. The diluted gas is discharged out of the vehicle through the pipe 132b.

≪Configuration of hydrogen tank≫
Next, the hydrogen tank 1 (tank apparatus) will be described in detail with reference to FIGS.
The hydrogen tank 1 has a substantially cylindrical outer shape, is mounted horizontally with respect to the fuel cell vehicle 100, and its axial direction is along the vehicle width direction (left-right direction). The hydrogen tank 1 includes a tank body 11 and a relief valve 20 (pressure relief valve) provided on the left end side (one end side) of the tank body 11.
The hydrogen tank 1 is fixed to a cross member (not shown) constituting a subframe (vehicle body) of the fuel cell vehicle 100 and extending in the vehicle width direction via a metal belt (not shown).

<Tank body>
The tank body 11 is made of a metal such as an aluminum alloy, and is a shell-like structure having a cylindrical outer shape and a tank chamber 12 inside. The tank chamber 12 is a space filled with hydrogen at a high pressure, and the pressure fluctuates in accordance with the remaining amount of hydrogen, temperature, and the like. Moreover, the tank main body 11 has the cylindrical nozzle | cap | die part 13 (neck part) by which the relief valve 20 is screwed together in the left end side (one end side).

  A reinforcement layer 14 for reinforcing the strength of the tank body 11 is provided on the outer peripheral surface of the tank body 11. The reinforcing layer 14 is composed of, for example, a CFRP (Carbon Fiber Reinforced Plastic) layer. However, the structure which does not provide the reinforcement layer 14 may be sufficient.

The tank main body 11 includes a columnar base portion 15 (end boss) integrally formed on the right end side (the other end side) thereof. The pedestal portion 15 is in contact with a low temperature portion 41 described later of the Peltier element 40. Here, since the pedestal portion 15 is made of metal like the tank body 11, the pedestal portion 15 is likely to have a low temperature compared to the case of being made of resin or the like. Thereby, a temperature difference is easily formed between the low temperature part 41 and the high temperature part 42 described later of the Peltier element 40.
In addition, a heat transfer layer made of silicone or the like is interposed between the pedestal 15 and the low temperature part 41 so that heat is transferred favorably between the pedestal 15 and the low temperature part 41, It is preferable to reduce the thermal resistance between the two.

<Relief valve>
The relief valve 20 is a normally-closed valve, and opens the valve to release hydrogen in the tank chamber 12 to the outside, thereby releasing, that is, reducing the pressure in the tank body 11. Further, since the relief valve 20 is arranged on the left end side in the vehicle width direction, even if the fuel cell vehicle 100 is compressed in the front-rear direction due to a collision from the front and rear, the relief valve 20 is not compressed and is protected. It is like that.

  As shown in FIG. 3, the relief valve 20 includes a valve body 21 screwed to the base portion 13, a valve body 22 (piston) that advances and retreats in the valve body 21 in the axial direction, and a valve body 22 in a valve closing direction. A compression coil spring 23 that is biased in the right direction, a cap 24 that holds the compression coil spring 23 loaded in the valve body 21, and a compression coil spring 23 and a cap 24. A metal body 31 (molten metal body) and a heater 32 (valve opening means) interposed between the metal body 31 and the compression coil spring 23 are provided.

  The valve body 21 is controlled to open and close by an electronic control unit (ECU), and is a normally closed shut-off valve (in-tank solenoid valve) that is opened when hydrogen is supplied to the fuel cell stack 110. And a normally-closed check valve (both not shown) that opens during hydrogen charging.

  The valve body 21 has a valve seat 21a on which the valve body 22 is seated during normal operation (when the valve is closed), and a first port 21b and a second port 21c, which serve as hydrogen discharge passages when the valve is opened, are provided therein. Is formed.

  The valve body 22 includes an integrally formed large-diameter portion 22a on the left side (one end side) and a small-diameter portion 22b extending from the large-diameter portion 22a to the right side (the other end side).

  The small-diameter portion 22b is seated on the valve seat 21a of the valve body 21 at the normal time (when the valve is closed), and shuts off the first port 21b and the second port 21c. Thus, when the 1st port 21b and the 2nd port 21c are interrupted | blocked, the relief valve 20 will be in a valve closing state (refer FIG. 3). In addition, the normal time is a state in which the inside of the tank body 11 is below the rated pressure and the metal body 31 is not melted.

  On the other hand, for example, when the inside of the tank body 11 becomes higher than the rated pressure and the valve body 22 is separated from the valve seat 21a, the first port 21b and the second port 21c communicate with each other. As described above, when the first port 21b and the second port 21c communicate with each other, the relief valve 20 is opened (see FIG. 4).

<Metal body>
The metal body 31 melts when the temperature rises to a predetermined temperature or more, and flows out to the outside from the outflow path 24a formed in the cap 24, thereby forming a space between the cap 24 and the compression coil spring 23. It is a part of. Such a metal body 31 is made of, for example, a low melting point metal (such as an alloy of tin or indium).

  When the space is formed, the valve body 22 slides to the left by the pressure of hydrogen in the tank body 11, that is, the small diameter portion 22b is separated from the valve seat 21a, and at the same time, the first port 21b and the second port 21c communicates, the relief valve 20 is opened, hydrogen in the tank body 11 is released to the outside through the first port 21b and the second port 21c, and the pressure is reduced. .

  That is, the metal body 31 is a component that moves the valve body 22 of the relief valve 20 in the valve opening direction by melting. The valve opening means for opening the relief valve 20 includes a metal body 31 and a heater 32.

<Heater>
The heater 32 is an electric heater that generates heat by the electric power from the Peltier element 40 and heats the metal body 31. Such a heater 32 is constituted by, for example, a PTC (Positive Temperature Coefficient) heater. In the first embodiment, the heater 32 has a disk shape and is disposed between the metal body 31 and the compression coil spring 23.

  Further, the heater 32 is in contact with the metal body 31 in the axial direction, and the heat of the heater 32 is directly transmitted to the metal body 31. However, the shape / arrangement of the heater 32 is not limited to this. For example, the heater 32 may be cylindrical and the metal body 31 may be disposed in the hollow portion, or the radial direction of the metal body 31 may be other shapes. It is good also as a structure arrange | positioned in the outer vicinity.

<Heat insulation member for heat dissipation>
The heat dissipation preventing heat insulating member 33 has a cylindrical shape and is provided so as to cover the outer peripheral surface of the heater 32 and the surface on the compression coil spring 23 side. Such a heat radiation preventing heat insulating member 33 is made of, for example, a urethane foam resin. The same applies to a temperature difference forming heat insulating member 45 (see FIG. 5) described later.
As a result, the heater 32 incorporated in the valve body 21 is thermally insulated from the outside, and the heat of the heater 32 is not dissipated to the outside and is transmitted well to the metal body 31 so that the metal body 31 quickly rises in temperature. Yes.

  However, the shape and arrangement of the heat radiation preventing heat insulating member 33 are not limited to this, and for example, both the metal body 31 and the heater 32 may be insulated.

<Peltier element>
As shown in FIG. 5, the Peltier element 40 is, for example, a thin plate-like semiconductor element, and includes a low temperature part 41 on the left side (one side), a high temperature part 42 on the right side (the other side), The p-type semiconductor 43 and the n-type semiconductor 44 which connect the low temperature part 41 and the high temperature part 42 by a pi-shape by sectional view are provided. In addition, the low temperature part 41 is contacting the metal base part 15 as mentioned above.

  The high temperature part 42 is open to the outside, and the heat of an external device that generates heat such as the compressor 131 is received by the high temperature part 42. Then, when heat is input to the high temperature portion 42 in this way and a temperature difference is formed between the low temperature portion 41 and the high temperature portion 42, an electromotive force is generated in the low temperature portion 41 based on this temperature difference due to the Seebeck effect. The electric power is supplied to the heater 32 through the electric power line 51.

  In addition, it may be configured to include a plurality of heat exchanging fins standing upright from the high temperature portion 42, and the heat receiving amount may be increased by the heat exchanging fins so that a large temperature difference is formed.

<Insulation member for temperature difference formation>
The temperature difference forming heat insulating member 45 surrounds all the side surfaces of the thin Peltier element 40 and the pedestal part 15 so that the heat of the external device that generates heat does not enter the low temperature part 41 of the Peltier element 40, and the low temperature from the outside. The part 41 and the base part 15 are thermally insulated. Thereby, a temperature difference is easily formed between the low temperature portion 41 and the high temperature portion 42, and electric power is easily generated in the Peltier element 40.
However, the temperature difference forming heat insulating member 45 is not provided on the heat receiving surface (the right surface in FIG. 5) of the high temperature portion 42 that receives the heat of the external device, and is open to the outside.

<Power line>
The power line 51 is a cable that electrically connects the low temperature part 41 of the Peltier element 40 and the heater 32 described above, and supplies the power generated by the low temperature part 41 to the heater 32. The power line 51 is preferably disposed at a position where disconnection is difficult due to high heat, collision, or the like, for example, in the tank body 11 or on the upper surface of the hydrogen tank 1.

  The power line 51 is covered with a heat resistant layer (not shown). As a result, the power line 51 is not easily damaged by heat from the outside, and the power of the Peltier element 40 is suitably supplied to the heater 32. The heat resistant layer is formed of a heat resistant resin such as an epoxy resin, for example.

≪Operation and effect of hydrogen tank≫
According to such a hydrogen tank 1, the following operations and effects are obtained.
When heat from an external device such as the compressor 131 is input to the high temperature portion 42 of the Peltier element 40, a temperature difference is formed between the low temperature portion 41 and the high temperature portion 42, and electric power is generated. 32. Then, the heater 32 generates heat to heat the metal body 31, and the temperature of the metal body 31 rises. And when the metal body 31 becomes more than predetermined temperature, it will begin to melt, and the melted material flows out through the outflow path 24a.

  Then, a space is formed between the cap 24 and the heater 32, and the heater 32, the compression coil spring 23, and the valve body 22 slide to the left by the high-pressure hydrogen in the tank chamber 12. As a result, as shown in FIG. 4, the valve body 22 is separated from the valve seat 21 a, and at the same time, the first port 21 b and the second port 21 c communicate with each other. The pressure is reduced by being discharged to the outside through the two ports 21c.

  In this way, the hydrogen pressure in the hydrogen tank 1 is unlikely to rise, so the primary pressure of the pressure reducing valve 121 shown in FIG. 1 does not rise under the influence of the operating heat of the compressor 131 or the like. That is, even if heat is input to the hydrogen tank 1 from an external device that generates heat on the right end side opposite to the relief valve 20 on the left end side, heat is converted into electric power by the Peltier element 40 (thermoelectric conversion means), The relief valve 20 can be opened, and there is no need to provide the relief valve 20 at both ends.

  Therefore, it is not necessary to provide the wide-range pressure reducing valve 121 having a wide control range, and the fuel cell vehicle 100 can be manufactured at low cost. The pressure reducing valve 121 can reduce and adjust hydrogen to an appropriate pressure, hydrogen is supplied to the anode flow path 111 at an appropriate pressure, and deterioration of the fuel cell stack 110 due to hydrogen supply at an unexpectedly high pressure. Is also prevented. In addition, the passage of hydrogen through the fuel cell stack 110 is reduced, and the fuel consumption of the fuel cell stack 110, that is, the consumption efficiency of hydrogen is increased.

≪Modification≫
The first embodiment of the present invention has been described above. However, the present invention is not limited to this, and can be combined with the embodiments described later, or can be modified as follows.

  In the above-described embodiment, the configuration in which the hydrogen tank 1 is mounted on the moving body has been exemplified. However, for example, a stationary hydrogen tank 1 may be used.

  In the above-described embodiment, the configuration in which the fluid filled in the tank chamber 12 is hydrogen (gas) is exemplified, but other types of gas (oxygen, nitrogen, argon, CNG gas, etc.) or liquid may be used.

<< Second Embodiment >>
Next, a second embodiment of the present invention will be described with reference to FIG. In addition, a different part from 1st Embodiment is demonstrated.

<Relief valve>
The hydrogen tank 1 according to the second embodiment includes a relief valve 60. The relief valve 60 is a normally closed type and is an electric valve device. The relief valve 60 includes a valve body 61 for communicating / blocking the first port 21b and the second port 21c, an electric actuator 62 (drive device) for operating the valve body 61 in the valve opening / closing direction, It has. That is, the valve opening means for opening the relief valve 60 includes the actuator 62.

  A power line 51 is connected to the actuator 62, and power from the Peltier element 40 is supplied to the actuator 62 through the power line 51. When electric power is supplied, the actuator 62 operates to move the valve body 61 in the valve opening direction, so that the relief valve 60 is opened.

Here, the specific configuration in which the actuator 62 moves the valve body 61 in the valve opening direction is not particularly limited, but for example, it can be as follows.
(1) The actuator 62 is composed of a solenoid, and a fixed core that is excited by a solenoid that is energized is provided. The excited fixed core sucks a movable core that is integral with the valve body 61, thereby opening the valve body 61. It can be configured to move in the direction.
(2) In addition, the actuator 62 is constituted by an electric motor, a pinion is attached to the drive shaft of the electric motor, the pinion meshes with a rack integral with the valve body 61, and when the electric motor rotates, the valve body 61 is It can be configured to move in the valve opening direction.

«Third embodiment»
Next, a third embodiment of the present invention will be described with reference to FIGS. In addition, a different part from 1st Embodiment is demonstrated.

<Peltier element mounting position>
In the third embodiment, a plurality of (here, four) Peltier elements 40 are provided (see FIG. 8). Each Peltier element 40 comprises a sub-frame 70 on the right end side (the other end side) of the hydrogen tank 1, extends in the vehicle width direction, and is a cross member made of metal (for example, copper having a high thermal conductivity) that has a rectangular cylindrical shape. It is attached to each surface of 71 (metal part). The low temperature portion 41 of each Peltier element 40 is in contact with the cross member 71.

  The subframe 70 has a cross beam shape and is fastened to a main frame (not shown) with bolts or the like, and constitutes a part of the vehicle body of the fuel cell vehicle 100. Here, the right end side (the other end side) of the hydrogen tank 1 generally means a position on the right side of the intermediate position of the hydrogen tank 1 in the axial direction (vehicle width direction).

  Further, as shown in FIG. 8, the cross member 71 is formed in a square cylindrical shape (cylindrical shape) having a hollow portion 72, and a cooling refrigerant flows through the hollow portion 72. In addition, it is good also as a structure which provides a heat insulation layer in the outer peripheral surface of the cross member 71, and does not heat up the refrigerant | coolant which flows through the hollow part 72 with the heat of an external apparatus.

  That is, as shown in FIG. 9, the fuel cell vehicle 100 includes a first refrigerant circuit 150 and a second refrigerant circuit 160 through which a cooling refrigerant flows.

  The first refrigerant circuit 150 is a circuit that circulates refrigerant between the motor 151 and the radiator 152 (heat radiator) in order to cool the motor 151. The motor 151 is an electric motor that is driven by electric power from the fuel cell stack 110 (see FIG. 1) or a high-voltage battery (not shown) and generates power for traveling, and generates heat when driven.

  When the refrigerant pump 153 provided in the first refrigerant circuit 150 is driven, the refrigerant circulates in the order of the refrigerant pump 153, the radiator 152, the flow rate adjustment valve 154, the motor 151, the refrigerant pump 153,. . The flow rate adjustment valve 154 is a valve that adjusts the flow rate of the refrigerant circulating in the first refrigerant circuit 150, and is configured by, for example, a butterfly valve.

  The second refrigerant circuit 160 branches from the branch point upstream of the flow rate adjustment valve 154 with respect to the first refrigerant circuit 150, and the hollow portion 72 (see FIG. 8) of the cross member 71 to which the Peltier element 40 is attached. This is a circuit through which the refrigerant flows so as to be merged at a merge point downstream of the motor 151. That is, the motor 151 and the cross member 71 to which the Peltier element 40 is attached are arranged in parallel. The second refrigerant circuit 160 is provided with a flow rate adjustment valve 161 for adjusting the flow rate of the refrigerant.

  Thus, in the third embodiment, the low temperature portion 41 of the Peltier element 40 is in contact with the cross member 71 that is a component of the vehicle body and a component of the refrigerant circuit, and is made of metal and has a relatively low temperature, and Since the low temperature refrigerant flows through the hollow portion 72 of the cross member 71, the low temperature portion 41 is likely to be low temperature. Thereby, a temperature difference is easily formed between the low temperature part 41 and the high temperature part 42, and electric power is easily generated in the low temperature part 41.

«Third embodiment-modification»
In the above-described embodiment, the configuration in which the refrigerant flows through the hollow portion 72 of the metal cross member 71 is exemplified. However, for example, a configuration in which the refrigerant does not flow may be used.

  In the above-described embodiment, the configuration in which the Peltier element 40 is attached to the cross member 71 is illustrated, but a configuration in which the Peltier element 40 is attached to another metal component constituting the vehicle body, such as a side frame, may be used.

1 Tank device (tank device)
11 Tank body 15 Base 20, 60 Relief valve (pressure relief valve)
22, 61 Valve body 31 Metal body (molten metal body, valve opening means)
32 Heater (Valve opening means)
33 Heat insulation member for preventing heat dissipation 40 Peltier element 41 Low temperature part 42 High temperature part 45 Thermal insulation member for forming temperature difference 51 Power line 62 Actuator 71 Cross member (components of vehicle body, components of refrigerant circuit)
100 Fuel cell vehicle (vehicle)
150 1st refrigerant circuit 160 2nd refrigerant circuit

Claims (9)

A tank body filled with fluid and having a cylindrical outer shape;
A normally closed type pressure relief valve that is provided on one end side of the tank body and opens the valve to release the fluid of the tank body to release the pressure of the tank body;
Valve opening means for opening the pressure relief valve by energization;
A Peltier element that is provided on the other end side of the tank body and generates electric power based on a temperature difference between a low temperature part and a high temperature part that receives heat,
A power line for supplying power of the Peltier element to the valve opening means;
A tank apparatus comprising: The valve opening means includes: a molten metal body that moves the valve body of the pressure relief valve in the valve opening direction by melting; and a heater that heats the molten metal body with electric power from the Peltier element. The tank apparatus according to claim 1, wherein The heat-dissipating heat insulating member for heat-insulating the molten metal body and / or the heater from the outside is provided so that heat from the heater is transferred to the molten metal body without radiating heat to the outside. The tank device described. The tank device according to claim 1, wherein the valve opening means includes an actuator that is driven by electric power from the Peltier element and moves a valve body of the pressure relief valve in a valve opening direction. The temperature difference forming heat insulating member that insulates the low temperature part from the outside so as not to input heat to the low temperature part of the Peltier element from the outside is provided. The tank device described. The tank body is made of metal and has a pedestal on the other end side,
The tank device according to any one of claims 1 to 5, wherein the low-temperature portion of the Peltier element is in contact with the base portion made of metal. The tank body is mounted on a vehicle,
The tank device according to any one of claims 1 to 5, wherein the low-temperature portion of the Peltier element is provided in a metal component that forms a vehicle body of the vehicle. The tank body is mounted on a vehicle having a refrigerant circuit through which a cooling refrigerant flows.
The tank device according to any one of claims 1 to 5, wherein the low temperature portion of the Peltier element is provided in a component part of the refrigerant circuit. The tank device according to any one of claims 1 to 8, wherein the power line is covered with a heat-resistant layer.

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