JP2014071943A - On-vehicle fuel cell system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To receive an external load securely with a simple and compact configuration, and to protect a fuel cell stack excellently.SOLUTION: An on-vehicle fuel cell system 10 includes a fuel cell stack 14, and a housing 16 for internally housing the fuel cell stack 14. Two sides at both ends in the vehicle width direction of the housing 16 consist of a first end plate 24a and a second end plate 24b. Two sides at both ends in the vehicle length direction of the housing 16 consist of a front L-shaped side plate 66 and a rear L-shaped side plate 68, and two sides at both ends in the vehicle height direction of the housing 16 consists of an upper flat plate 70 and a lower flat plate 72.

Description

  The present invention includes a fuel cell that generates electric power by an electrochemical reaction between a fuel gas and an oxidant gas, wherein the plurality of fuel cells are stacked along the vehicle width direction, and end plates are disposed at both ends in the stacking direction. The present invention relates to an in-vehicle fuel cell system including a fuel cell stack and a housing that houses the fuel cell stack.

  For example, a polymer electrolyte fuel cell is a power generation cell in which an electrolyte membrane / electrode structure (MEA) in which an anode electrode and a cathode electrode are arranged on both sides of an electrolyte membrane made of a polymer ion exchange membrane is sandwiched by separators. It has. This fuel cell is usually used as, for example, an in-vehicle fuel cell stack by stacking a predetermined number of power generation cells.

  In this type of fuel cell stack, a large number of power generation cells are stacked, particularly when used for in-vehicle use. Therefore, in order to ensure the rigidity of the entire fuel cell stack, a configuration is adopted in which the fuel cell stack is accommodated in a housing. For example, in the fuel cell device disclosed in Patent Document 1, a plurality of fuel cell stacks are stored in a box-shaped case (housing).

Japanese Patent No. 4645092

  By the way, in this kind of housing | casing, in order to suppress manufacturing cost, it may divide | segment into several components (for example, plate), and may be comprised. At that time, the components are fastened with bolts.

  However, in an in-vehicle fuel cell stack, an impact load may be applied from the outside. For this reason, a shearing force is applied to the bolt, and the bolt may be damaged.

  The present invention solves this type of problem, and provides an in-vehicle fuel cell system that can receive an external load with a simple and compact configuration and can well protect a fuel cell stack. The purpose is to provide.

  The present invention includes a fuel cell that generates electric power by an electrochemical reaction between a fuel gas and an oxidant gas, wherein the plurality of fuel cells are stacked along the vehicle width direction, and end plates are disposed at both ends in the stacking direction. The present invention relates to an in-vehicle fuel cell system including a fuel cell stack and a housing that houses the fuel cell stack.

  In this in-vehicle fuel cell system, the casing has two sides at both ends in the vehicle width direction constituted by end plates, and two sides at both ends in the vehicle length direction constituted by a front L-type side plate and a rear L-type side plate. Two sides at both ends are constituted by an upper flat plate and a lower flat plate.

  In this in-vehicle fuel cell system, the upper flat plate and the rear L-shaped side plate or the front L-shaped side plate are preferably connected by an angle member.

  Further, in this in-vehicle fuel cell system, the angle member connects the upper flat plate and the rear L-shaped side plate, a horizontal portion connected to the rear end portion in the vehicle length direction of the upper flat plate, and the rear It is preferable to integrally have a vertical portion connected to the upper end portion of the L-shaped side plate.

  According to the present invention, the two sides at both ends in the vehicle length direction of the housing are constituted by the front L-type side plate and the rear L-type side plate, and the two sides at both ends in the vehicle height direction are constituted by the upper plate and the lower plate. Has been. For this reason, each side of a housing | casing can be made to contact firmly.

  Therefore, especially when an external load is applied from the front in the vehicle length direction, the casing itself can reliably receive the external load. This is because a load path (load transmission path) is formed in the housing itself. Accordingly, it is possible to reliably receive an external load with a simple and compact configuration, and it is possible to satisfactorily protect the fuel cell stack.

1 is a schematic plan view of a fuel cell electric vehicle equipped with an in-vehicle fuel cell system according to an embodiment of the present invention. It is a partially exploded perspective view of the on-vehicle fuel cell system. It is a principal part disassembled perspective explanatory drawing of the fuel cell which comprises the said vehicle-mounted fuel cell system. It is a schematic sectional side view of the housing | casing which comprises the said vehicle-mounted fuel cell system. It is operation | movement explanatory drawing of the said housing | casing. It is operation | movement explanatory drawing of the said housing | casing.

  As shown in FIG. 1, an in-vehicle fuel cell system 10 according to an embodiment of the present invention is accommodated in a front box (so-called motor room) 12 f of a fuel cell electric vehicle (fuel cell vehicle) 12. The in-vehicle fuel cell system 10 includes a fuel cell stack 14 and a casing 16 that houses the fuel cell stack 14 therein.

  As shown in FIG. 2, the fuel cell stack 14 has a vehicle width direction (arrow B) in which a plurality of fuel cells 18 intersect the vehicle length direction (travel direction) (arrow A direction) of the fuel cell electric vehicle 12 with the standing posture. Direction). At one end in the stacking direction of the fuel cell 18, a first terminal plate 20a, a first insulating plate 22a, and a first end plate 24a are sequentially arranged outward. At the other end of the fuel cell 18 in the stacking direction, a second terminal plate 20b, a second insulating plate 22b, and a second end plate 24b are sequentially disposed outward.

  A first power output terminal 26a connected to the first terminal plate 20a extends outward from the center of the horizontally long first end plate 24a. A second power output terminal 26b connected to the second terminal plate 20b extends outward from the center portion of the horizontally long second end plate 24b.

  Between the sides of the first end plate 24a and the second end plate 24b, both ends of the connecting bar 28 are fixed by screws 30, and a tightening load in the stacking direction (arrow B direction) is applied to the plurality of stacked fuel cells 18. Give.

  As shown in FIG. 3, the fuel cell 18 includes an electrolyte membrane / electrode structure 32, and a first metal separator 34 and a second metal separator 36 that sandwich the electrolyte membrane / electrode structure 32.

  The first metal separator 34 and the second metal separator 36 are made of, for example, a steel plate, a stainless steel plate, an aluminum plate, a plated steel plate, or a metal plate whose surface is subjected to anticorrosion treatment. The first metal separator 34 and the second metal separator 36 have a rectangular planar shape, and are formed into a concavo-convex shape by pressing a metal thin plate into a wave shape. Instead of the first metal separator 34 and the second metal separator 36, for example, a carbon separator may be used.

  The first metal separator 34 and the second metal separator 36 have a horizontally long shape, and have long sides extending in the horizontal direction (arrow A direction) and short sides extending in the direction of gravity (arrow C direction). Composed. In addition, you may comprise so that a short side may extend in a horizontal direction and a long side may extend in a gravitational direction.

  An oxidant gas supply communication hole 38a for supplying an oxidant gas, for example, an oxygen-containing gas, communicates with each other in the arrow B direction at one edge of the long side direction (arrow A direction) of the fuel cell 18. A fuel gas supply communication hole 40a for supplying a fuel gas, for example, a hydrogen-containing gas, is provided.

  The other end edge in the long side direction of the fuel cell 18 communicates with each other in the direction of the arrow B, and a fuel gas discharge communication hole 40b for discharging the fuel gas, and an oxidant gas for discharging the oxidant gas. A discharge communication hole 38b is provided.

  The fuel cell 18 is in communication with each other in the direction of arrow B on one side of both ends in the short side direction (arrow C direction), that is, on the oxidant gas supply communication hole 38a and the fuel gas supply communication hole 40a side. Two cooling medium supply communication holes 42a for supplying the cooling medium are provided on opposite sides. The cooling medium is discharged by communicating with each other in the direction of arrow B on the other side of both ends in the short side direction of the fuel cell 18, that is, on the fuel gas discharge communication hole 40b and the oxidant gas discharge communication hole 38b side. Two cooling medium discharge communication holes 42b are provided on opposite sides.

  The electrolyte membrane / electrode structure 32 includes, for example, a solid polymer electrolyte membrane 44 in which a perfluorosulfonic acid thin film is impregnated with water, and a cathode electrode 46 and an anode electrode 48 that sandwich the solid polymer electrolyte membrane 44. Prepare.

  The cathode electrode 46 and the anode electrode 48 are formed by uniformly applying a gas diffusion layer (not shown) made of carbon paper or the like and porous carbon particles carrying a platinum alloy on the surface thereof to the surface of the gas diffusion layer. And an electrode catalyst layer (not shown) to be formed. The electrode catalyst layers are formed on both surfaces of the solid polymer electrolyte membrane 44.

  An oxidant gas flow path 50 that connects the oxidant gas supply communication hole 38a and the oxidant gas discharge communication hole 38b is formed on the surface 34a of the first metal separator 34 facing the electrolyte membrane / electrode structure 32. The oxidant gas channel 50 is formed by a plurality of wavy channel grooves extending in the arrow A direction.

  A fuel gas flow path 52 that connects the fuel gas supply communication hole 40 a and the fuel gas discharge communication hole 40 b is formed on the surface 36 a of the second metal separator 36 facing the electrolyte membrane / electrode structure 32. The fuel gas channel 52 is formed by a plurality of wavy channel grooves extending in the direction of arrow A.

  Between the surface 36b of the second metal separator 36 and the surface 34b of the first metal separator 34 adjacent thereto, a cooling medium flow path communicating with the cooling medium supply communication holes 42a, 42a and the cooling medium discharge communication holes 42b, 42b. 54 is formed. The cooling medium flow channel 54 circulates the cooling medium over the electrode range of the electrolyte membrane / electrode structure 32.

  A first seal member 56 is integrally formed on the surfaces 34 a and 34 b of the first metal separator 34 around the outer peripheral edge of the first metal separator 34. A second seal member 58 is integrally formed on the surfaces 36 a and 36 b of the second metal separator 36 around the outer peripheral edge of the second metal separator 36.

  As the first seal member 56 and the second seal member 58, for example, EPDM, NBR, fluorine rubber, silicone rubber, fluorosilicone rubber, butyl rubber, natural rubber, styrene rubber, chloroprene or acrylic rubber or the like, cushion material Alternatively, an elastic seal member such as a packing material is used.

  As shown in FIG. 2, the first end plate 24a has an oxidant gas communication hole 38a, an oxidant gas discharge hole 38b, a fuel gas supply hole 40a, and an oxidant gas communicating with the fuel gas discharge hole 40b. A supply manifold 60a, an oxidant gas discharge manifold 60b, a fuel gas supply manifold 62a, and a fuel gas discharge manifold 62b are attached.

  Although not shown, a cooling medium supply manifold and a cooling medium discharge manifold that are in communication with the cooling medium supply communication hole 42a and the cooling medium discharge communication hole 42b are attached to the second end plate 24b.

  The casing 16 is constituted by a first end plate 24a and a second end plate 24b at two sides at both ends in the vehicle width direction (arrow B direction). As shown in FIGS. 2 and 4, two sides at both ends in the vehicle length direction (arrow A direction) of the casing 16 are constituted by a front L-shaped side plate 66 and a rear L-shaped side plate 68, and Two sides at both ends in the vehicle height direction (arrow C direction) are constituted by an upper flat plate 70 and a lower flat plate 72.

  The front L-shaped side plate 66 and the rear L-shaped side plate 68 are extruded, for example, while the upper flat plate 70 and the lower flat plate 72 are pressed, for example. The front L-shaped side plate 66 and the rear L-shaped side plate 68 are manufactured by casting, for example, while the upper flat plate 70 and the lower flat plate 72 may be machined, for example.

  As shown in FIG. 4, the front L-shaped side plate 66 is integrally formed with a vertical portion 66a extending in the vehicle height direction and a lower end of the vertical portion 66a, and extends rearward in the vehicle length direction (arrow Ab direction). And a horizontal portion 66b. The vertical portion 66a is provided with a horizontal bulging portion 66ah that bulges in the horizontal direction at a position spaced a predetermined length downward from the upper end of the vertical portion 66a. A stepped portion 66bd that bends upward is provided at the open end of the horizontal portion 66b. An R (curved surface) is preferably formed on the inner side at the boundary between the vertical portion 66a and the horizontal portion 66b. This is to suppress stress concentration due to external impact load.

  The rear L-shaped side plate 68 has a vertical portion 68a extending in the vehicle height direction, and a horizontal portion 68b formed integrally with the lower end of the vertical portion 68a and extending forward in the vehicle length direction (arrow Af direction). The upper end surface (upper end portion) 68ae of the vertical portion 68a is provided with an inner bulging portion 68ai that bulges from the inner surface side to the upper end surface 68ae. A stepped portion 68bd bent upward is provided at the open end of the horizontal portion 68b. An R (curved surface) is preferably formed on the inner side at the boundary between the vertical portion 68a and the horizontal portion 68b.

  One end of the upper flat plate 70 is placed on the horizontal bulging portion 66ah of the front L-shaped side plate 66 in a state of being separated from the inner vertical surface of the vertical portion 66a of the front L-shaped side plate 66, and extends in the direction of the arrow Ab. Exists. The other end of the upper flat plate 70 is provided with a stepped portion (a vehicle length direction rear side end) 70a bent downward, and the stepped portion 70a has a gap on the inner bulged portion 68ai. The lower flat plate 72 is configured to be shorter than the upper flat plate 70, and both ends in the direction of arrow A are disposed with a gap between the vertical surfaces of the step portions 66bd and 68bd. The lower flat plate 72 is fixed to the step portions 66bd and 68bd by bolts 76 in close contact with the step portions 66bd and 68bd.

  The upper flat plate 70 and the rear L-shaped side plate 68 are connected by an angle member 74. The angle member 74 has a substantially L-shaped cross section, and a vertical portion 74 a joined to the upper end surface 68 ae of the rear L-shaped side plate 68 and a horizontal portion 74 b disposed on the stepped portion 70 a of the upper flat plate 70 are integrated. Have. The inner vertical surface of the angle member 74 is spaced from the end surface of the other end of the upper flat plate 70 to form a gap.

  One end of the upper flat plate 70 is placed on and closely adhered to the horizontal bulging portion 66ah of the front L-shaped side plate 66, and the upper surface of the stepped portion 70a is adhered to the horizontal portion 74b of the angle member 74 and is bolted. It is fixed by 76. The vertical portion 74 a of the angle member 74 is in close contact with the upper end surface 68 ae of the inner bulging portion 68 ai of the rear L-shaped side plate 68 and is fixed by a bolt 76.

  In the angle member 74, bolt insertion ellipses 78 a and 78 b (see FIG. 2) that are long in the vertical direction and the horizontal direction (arrow A direction) are formed in the vertical portion 74 a and the horizontal portion 74 b, respectively. This is to absorb vertical and horizontal dimensional errors of the housing 16.

  As shown in FIG. 2, the front L-shaped side plate 66, the rear L-shaped side plate 68, the upper flat plate 70, and the lower flat plate 72 are configured so that both ends in the stacking direction are flat, and the first end plate is interposed via a plurality of bolts 76. 24a and the second end plate 24b are fixed.

  The operation of the in-vehicle fuel cell system 10 configured as described above will be described below.

  First, as shown in FIG. 2, an oxidant gas such as an oxygen-containing gas is supplied from the oxidant gas supply manifold 60a of the first end plate 24a to the oxidant gas supply communication hole 38a. A fuel gas such as a hydrogen-containing gas is supplied from the fuel gas supply manifold 62a of the first end plate 24a to the fuel gas supply communication hole 40a. Further, in the second end plate 24b, a cooling medium such as pure water, ethylene glycol, or oil is supplied from a cooling medium supply manifold (not shown) to the pair of cooling medium supply communication holes 42a.

  Therefore, as shown in FIG. 3, the oxidant gas is introduced into the oxidant gas flow path 50 of the first metal separator 34 from the oxidant gas supply communication hole 38a. The oxidant gas moves in the direction of arrow A along the oxidant gas flow path 50 and is supplied to the cathode electrode 46 of the electrolyte membrane / electrode structure 32.

  On the other hand, the fuel gas is supplied to the fuel gas passage 52 of the second metal separator 36 from the fuel gas supply communication hole 40a. The fuel gas moves in the direction of arrow A along the fuel gas passage 52 and is supplied to the anode electrode 48 of the electrolyte membrane / electrode structure 32.

  Therefore, in the electrolyte membrane / electrode structure 32, the oxidizing gas supplied to the cathode electrode 46 and the fuel gas supplied to the anode electrode 48 are consumed by an electrochemical reaction in the electrode catalyst layer to generate power. Is called.

  Next, the oxidant gas consumed by being supplied to the cathode electrode 46 of the electrolyte membrane / electrode structure 32 is discharged in the direction of arrow B along the oxidant gas discharge communication hole 38b. On the other hand, the fuel gas supplied to and consumed by the anode electrode 48 of the electrolyte membrane / electrode structure 32 is discharged in the direction of arrow B along the fuel gas discharge communication hole 40b.

  The cooling medium supplied to the pair of cooling medium supply communication holes 42 a is introduced into the cooling medium flow path 54 between the first metal separator 34 and the second metal separator 36. The cooling medium once flows in the direction of arrow C and then moves in the direction of arrow A to cool the electrolyte membrane / electrode structure 32. The cooling medium moves outward in the direction of arrow C, and is then discharged in the direction of arrow B along the pair of cooling medium discharge communication holes 42b.

  In this case, in this embodiment, as shown in FIGS. 2 and 4, the housing 16 is constituted by the first end plate 24 a and the second end plate 24 b at two sides at both ends in the vehicle width direction. Two sides at both ends in the vehicle length direction of the casing 16 are constituted by a front L-type side plate 66 and a rear L-type side plate 68, and two sides at both ends in the vehicle height direction of the casing 16 are an upper plate 70 and a lower side. A flat plate 72 is used. As a result, as shown in FIG. 4, the upper flat plate 70 and the lower flat plate 72 are provided with gaps between the connecting parts, so that manufacturing errors and assembly errors of the parts themselves can be effectively absorbed. This makes it possible to obtain good dimensional accuracy for the entire housing 16.

  At that time, one end portion of the upper flat plate 70 is in close contact with the horizontal bulging portion 66ah of the front L-shaped side plate 66, and the end portion of the stepped portion 70a is opposed to the end surface of the horizontal portion 74b of the angle member 74. These are in close contact with each other and are fixed by bolts 76.

  Furthermore, one end surface of the lower flat plate 72 is in close contact with and opposed to the stepped portion 66bd of the horizontal portion 66b constituting the front L-shaped side plate 66, and the other end surface of the lower flat plate 72 is the rear L-shaped side plate. The horizontal portion 68 b constituting the 68 is in close contact with the stepped portion 68 bd of the horizontal portion 68 b, and these are fixed by bolts 76. For this reason, each side of the housing | casing 16 can be joined firmly.

  Therefore, as shown in FIG. 5, particularly when an external load F is applied from the front in the vehicle length direction, the external load F is applied to the casing 16 itself, specifically, from the front L-shaped side plate 66 to the upper flat plate 70. And transmitted along a load path that reaches the rear L-shaped side plate 68 via the lower flat plate 72. The external load F is received from the housing 16 by, for example, the panel plate 80 in the fuel cell electric vehicle 12.

  Moreover, since the end surfaces of the members are firmly joined to each other by the axial force of the bolts 76 in the housing 16, the external load F is reliably received by the frictional force between the members. In addition, the bolt 76 is not subjected to a shearing load, and the breakage of the bolt 76 can be reliably suppressed.

  As a result, the in-vehicle fuel cell system 10 only needs to use the divided casing 16, and can reliably receive the external load F with a simple and compact configuration, and can well protect the fuel cell stack 14. The effect that it becomes possible is acquired.

  Further, in the housing 16, as shown in FIG. 5, there is a gap between both end surfaces (vertical surfaces) of the upper flat plate 70 and the upper inner vertical surface of the front L-shaped side plate 66 and the inner vertical surface of the angle member 74. Is formed. Further, a gap is formed between both end surfaces (vertical surfaces) of the lower flat plate 72 and the lower inner vertical surface of the front L-shaped side plate 66 and the lower inner vertical surface of the rear L-shaped side plate 68.

  Therefore, as shown in FIG. 6, when an impact load (external load) Fa exceeding the frictional force between the members is applied, the upper flat plate 70 and the lower flat plate 72 move in the direction of the arrow Ab. At that time, the end of the upper flat plate 70 is in close contact with the inner vertical surface of the angle member 74, while the end of the lower flat plate 72 is in close contact with the lower inner vertical surface of the rear L-shaped side plate 68. Therefore, the impact load Fa exceeding the frictional force between the members can be reliably received on the vertical plane (corner or shoulder).

DESCRIPTION OF SYMBOLS 10 ... Fuel cell system for vehicles 12 ... Fuel cell electric vehicle 12f ... Front box 14 ... Fuel cell stack 16 ... Case 18 ... Fuel cell 24a, 24b ... End plate 32 ... Electrolyte membrane and electrode structure 34, 36 ... Metal separator 38a ... Oxidant gas supply communication hole 38b ... Oxidant gas discharge communication hole 40a ... Fuel gas supply communication hole 40b ... Fuel gas discharge communication hole 42a ... Cooling medium supply communication hole 42b ... Cooling medium discharge communication hole 44 ... Solid polymer electrolyte Membrane 46 ... Cathode electrode 48 ... Anode electrode 50 ... Oxidant gas channel 52 ... Fuel gas channel 54 ... Coolant flow channel 66 ... Front L-shaped side plates 66a, 68a, 74a ... Vertical portion 66b, 68b, 74b ... Horizontal portion 66bd, 68bd, 70a ... Stepped portion 68 ... Back L-shaped side plate 70 ... Upper flat plate 72 ... Lower flat plate 74 ... Angle member 6 ... bolt

Claims (3)

A fuel cell stack comprising a fuel cell that generates electricity by an electrochemical reaction between a fuel gas and an oxidant gas, wherein the plurality of fuel cells are stacked along the vehicle width direction, and end plates are disposed at both ends in the stacking direction When,
A housing for accommodating the fuel cell stack;
An in-vehicle fuel cell system comprising:
The casing is constituted by the end plates at two sides at both ends in the vehicle width direction.
Two sides at both ends in the vehicle length direction are constituted by a front L-shaped side plate and a rear L-shaped side plate,
An in-vehicle fuel cell system characterized in that two sides at both ends in the vehicle height direction are constituted by an upper flat plate and a lower flat plate.   2. The in-vehicle fuel cell system according to claim 1, wherein the upper flat plate and the rear L-shaped side plate or the front L-shaped side plate are connected by an angle member. The in-vehicle fuel cell system according to claim 2, wherein the angle member connects the upper flat plate and the rear L-shaped side plate,
A horizontal portion connected to a rear end portion in the vehicle length direction of the upper flat plate;
A vertical portion connected to an upper end of the rear L-shaped side plate;
An in-vehicle fuel cell system characterized by comprising:

Images