JP2019147550A - Fuel cell vehicle - Google Patents

Abstract

To provide a fuel cell vehicle which suppresses occurrence of a resonance phenomenon during travelling caused by a travel motor and a fuel cell stack.SOLUTION: A fuel cell vehicle 13 includes: a motor room 13f separated from a cabin by a barrier wall member 13W; a fuel cell stack 12 arranged in the motor room 13f through stack mounts 80a, 80b, 104; and a travel motor 100 arranged in the motor room 13f through motor mounts 101, 105, on a vehicle body 13a. Elastic coefficients of the stack mounts 80a, 80b, 104 of the fuel cell vehicle are set so that an anti-resonance frequency of rocking by the travel motor 100 caused by vibration of the vehicle body 13a during travelling, and a resonance frequency of rocking by the fuel cell stack 12 caused by the vibration of the vehicle body 13a during travelling coincide with each other.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a fuel cell vehicle having a fuel cell that generates electric power by an electrochemical reaction between a fuel gas and an oxidant gas and mounting a fuel cell stack constituting the fuel cell on a vehicle body frame in a vehicle front box.

2. Description of the Related Art Conventionally, measures are taken against a phenomenon in which a vehicle body front part swings up and down due to engine vibration in a vehicle equipped with an engine.
For example, Patent Document 1 proposes a vibration damping means that applies a dynamic damper that suppresses vibration of an object by installing an auxiliary weight mass on the object via a spring. In Patent Document 1, it is assumed that the radiator is a weight mass and the mount rubber that supports the radiator on the vehicle body is a spring, and the vertical elastic coefficient of the mount rubber is determined by the weight of the radiator and the vertical vibration of the vehicle body when the engine is idle. The elastic coefficient that suppresses the resonance of the vehicle body is determined from the number.

Japanese Utility Model Publication No. 64-330

By the way, in the case of a fuel cell vehicle, although a driving motor is mounted, a component such as an engine that becomes a large vibration source is not mounted. There is a problem that the motor and the fuel cell stack swing up and down, and this swing resonates with the vehicle body, thereby causing discomfort to the occupant.
With respect to such a problem, the resonance in the configuration of Patent Document 1 can be suppressed only by resonance caused by either the traveling motor or the fuel cell stack, and both resonances cannot be suppressed. .

  The present invention has been made in view of the above points, and an object of the present invention is to provide a fuel cell vehicle that suppresses the occurrence of a resonance phenomenon during traveling caused by the traveling motor and the fuel cell stack.

  In order to achieve the above object, a fuel cell vehicle according to the present invention includes a motor room that is separated from a vehicle compartment by a partition member, and a fuel cell stack that is installed in the motor room via a stack mount. And a traveling motor installed in the motor room via a motor mount, and anti-resonance higher by a predetermined frequency than the resonance frequency of oscillation by the traveling motor caused by vibration of the vehicle body during traveling The elastic modulus of the stack mount is set such that the frequency and the resonance frequency of the oscillation by the fuel cell stack caused by the vibration of the vehicle body during traveling coincide with each other.

  According to such a configuration, the elastic coefficient of the stack mount is set so that the anti-resonance frequency of the traveling motor and the resonant frequency of the fuel cell stack coincide with each other, so that both the traveling motor and the fuel cell stack are provided. It is possible to suppress the occurrence of the resonance phenomenon during traveling.

  The fuel cell vehicle is preferably arranged such that the traveling motor and the fuel cell stack overlap in the vertical direction.

  According to such a configuration, the travel motor and the fuel cell stack are arranged so as to overlap in the vertical direction, so that the distance between the center of gravity of the travel motor from the partition member and the distance between the center of gravity of the fuel cell stack from the partition member. Therefore, the vibration frequency of the traveling motor and the fuel cell stack can be made close to each other. This facilitates setting of the elastic coefficient of the stack mount.

  In the fuel cell vehicle, it is preferable that the fuel cell stack is disposed above the traveling motor.

  According to such a configuration, by arranging the fuel cell stack above the traveling motor, a layout for connecting the center axis of the tire and the output shaft of the traveling motor can be easily performed.

  Further, in the fuel cell vehicle, the motor room includes a pair of main frames extending forward from the partition wall in the vehicle front-rear direction, a pair of arm portions extending in the vehicle front-rear direction, and the pair A sub-frame disposed below the main frame, and a mounting bracket erected upward from the coupling portion. The travel motor is supported in the fuel cell by the motor mount at one location on each arm portion and at a total of three locations on the mount bracket while being disposed within the U-shape of the subframe. It is preferable that the stack is supported via the stack mount at one place on each main frame and a total of three places on the mount bracket while being disposed between the pair of main frames.

  According to such a configuration, the travel motor is supported by the subframe, and the fuel cell stack and the travel motor are supported by the subframe via the mount bracket while the fuel cell stack is supported by the main frame. And vibrate separately. As a result, the fuel cell stack functions as a weight mass constituting a dynamic damper installed in the traveling motor, and vibration of the traveling motor can be suppressed.

  In the fuel cell vehicle, it is preferable that the elastic coefficient of the stack mount is set for an anti-resonance point of the traveling motor existing in a frequency band of 20 Hz or less.

  According to such a configuration, by setting the elastic coefficient of the stack mount for the anti-resonance point of the traveling motor that exists in the frequency band of 20 Hz or less, the vehicle body vibration of a frequency at which the occupant feels uncomfortable is achieved. Can be suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, the fuel cell vehicle which suppresses generation | occurrence | production of the resonance phenomenon during driving | running | working resulting from a driving motor and a fuel cell stack can be provided.

1 is a schematic side view of a front side of a fuel cell electric vehicle equipped with a fuel cell stack to which a mount structure according to an embodiment of the present invention is applied. 2 is a schematic plan view of the fuel cell electric vehicle. FIG. FIG. 3 is a partially exploded perspective view of a casing that houses the fuel cell stack. It is a perspective explanatory view of the side mount part which constitutes the mount structure. It is principal part cross-sectional explanatory drawing of the said side mount part. It is sectional explanatory drawing of the said back mount part. It is a graph which shows the vibration characteristic of the vehicle which concerns on embodiment of this invention.

  Embodiments of the present invention will be described in detail with reference to the drawings as appropriate. The same components are denoted by the same reference numerals, and redundant description is omitted.

  As shown in FIGS. 1 and 2, the fuel cell vehicle 13 according to the embodiment of the present invention uses a fuel cell 11 as a power source, and a traveling motor 100 driven by power supplied from the fuel cell 11 as a drive source. Yes. The fuel cell stack 12 constituting the fuel cell 11 and the travel motor 100 are mounted in a motor room 13f, and the travel motor 100 is disposed below the fuel cell stack 12 in the vertical direction.

  As shown in FIGS. 1 and 2, the motor room 13f is provided in front of the vehicle compartment 13ca and is isolated from the vehicle compartment 13ca by a partition member (dashboard) 13W. Further, in the motor room 13f, a pair of main frames 13R and 13L constituting a body frame is extended from the partition member 13W to the front along the vehicle front-rear direction (in the direction of the arrow Af) substantially in parallel.

  The motor room 13f has a substantially U-shaped subframe having a pair of arm portions 18 extending along the direction of arrow A and a rear connection portion 19r that connects the rear ends of the pair of arm portions 18. 13SF is disposed below the main frames 13R and 13L. A mounting bracket 102 having a substantially triangular shape is erected upward at a portion located in the center between the main frames 13R and 13L in the rear connection portion 19r and a portion located in the center between the pair of arm portions 18. Screwed in the state. The attachment portions 108a and 108b of the mount bracket 102, which are screwed to the rear side connecting portion 19r, are set to different lengths. Further, the sub-frame 13SF is connected to the middle portion of the pair of arm portions 18 by a front side connection portion 19f arranged along the vehicle width direction (arrow B direction).

As shown in FIGS. 1 and 2, the fuel cell stack 12 is supported between the pair of main frames 13R and 13L and supported by the vehicle body 13a via the stack mount structure SM.
Further, as shown in FIGS. 3 and 4, the fuel cell stack 12 includes a cell 14 and a casing 16 that houses a plurality of stacked cells 14. As shown in FIG. 3, the cells 14 are stacked in the vehicle width direction (arrow B direction) intersecting the vehicle front-rear direction (arrow A direction) of the fuel cell electric vehicle 13 with the electrode surface in the standing posture.

  As shown in FIG. 3, a first terminal plate 20a, a first insulating plate 22a, and a first end plate 24a are sequentially arranged at one end in the stacking direction of the cells 14 toward the outside. At the other end of the cell 14 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 a substantially central portion (which may be eccentric from the central portion) of the first end plate 24a having a horizontally long rectangular shape. Exists. Similarly to the first end plate 24a, a second power output terminal 26b connected to the second terminal plate 20b extends outward from a substantially central portion of the second end plate 24b having a horizontally long rectangular shape. Exists.

  Between each side of the first end plate 24a and the second end plate 24b, a connecting bar 28 having a certain length corresponding to the center position of each side is disposed. Both ends of the connecting bar 28 are fixed to the first end plate 24 a and the second end plate 24 b by screws 30, and a tightening load in the stacking direction (arrow B direction) is applied to the plurality of stacked cells 14.

  As shown in FIG. 3, the casing 16 includes a first end plate 24a and a second end plate 24b at two sides (surfaces) at both ends in the vehicle width direction (arrow B direction). Two sides (surfaces) at both ends in the vehicle length direction (arrow A direction) of the casing 16 are constituted by a front side panel 66 and a rear side panel 68 having a horizontally long plate shape. Two sides (surfaces) at both ends in the vehicle height direction (arrow C direction) of the casing 16 are constituted by an upper side panel 70 and a lower side panel 72. The upper side panel 70 and the lower side panel 72 have a horizontally long plate shape.

  The front side panel 66, the rear side panel 68, the upper side panel 70, and the lower side panel 72 are provided with holes 76 in the screw holes 74 provided on the side portions of the first end plate 24a and the second end plate 24b. The screw 78 is screwed in and fixed. A casing bracket 98 is screwed to the lower surface of the lower side panel 72 while extending toward the rear of the vehicle.

  As shown in FIGS. 1 and 2, the stack mount structure SM includes a pair of side stack mounts 80a and 80b set between the left and right main frames 13R and 13L, and a mount bracket 102. The rear stack mount 104 is set between the fuel cell 11 and the fuel cell 11 is supported at a total of three locations.

As shown in FIG. 4, the side stack mounts 80 a and 80 b have plate members 82 a and 82 b that are bent in an L-shaped cross section, and the plate members 82 a and 82 b are connected to each other via a plurality of screws 84. The end plates 24a and 24b are screwed to the front side in the direction of arrow Af. As shown in FIGS. 4 and 5, the side stack mounts 80a and 80b are provided with an impact buffering portion (liquid seal mount) 86a fixed to one end in the vehicle width direction of the fuel cell stack 12 via plate members 82a and 82b. Prepare. Connection plates 88a and 88b are fixed to the plate members 82a and 82b via screws 84, and the connection plates 88a and 88b are fixed to the columnar portion 90a as shown in FIG.
In the side stack mount 80a, one end of the bracket 97a is fixed to the upper portion of the impact buffering portion 86a via a screw 84. The bracket 97a has an elongated plate shape that is bent, and the other end is fixed to the vehicle body frame 13BL via a screw 84.

  The impact buffering portion 86a includes an impact buffering member that surrounds the columnar portion 90a, for example, a rubber member 92a made of an elastic member, and a liquid sealing portion 93a is formed on the lower side of the rubber member 92a. The shock buffering portion 86a is provided with two mounting portions 94a and 96a for mounting the shock buffering portion 86a to the main frame 13L. Each attachment part 94a, 96a is set to mutually different length, for example, the said attachment part 94a is comprised longer than the said attachment part 96a.

The side stack mount 80b is configured in the same manner as the side stack mount 80a. The same components are denoted by the same reference numerals with b instead of a, and detailed description thereof is omitted. The side stack mount 80b is fixed to the main frame 13R with screws, and the bracket 97b is fixed to the vehicle body frame 13BR.
In the side stack mount 80b, the dimensions from the partition wall member 13W and the dimensions from the ground are set to be the same as the dimensions of the side stack mount 80a. That is, the positions of the side stack mounts 80a and 80b are set so that the distances from the rear stack mount 104 described later are equal.

As shown in FIGS. 1 and 6, the rear stack mount 104 is disposed at the upper end portion of the mounting bracket 102 having a substantially triangular shape, and supports the rear center of the casing 16 via the casing bracket 98. As shown in FIG. 6, the rear stack mount 104 includes a circular stack side support hole 102SM that passes through the mount bracket 102 in the vehicle width direction (arrow B direction), and a stack side bush that is inserted into the stack side support hole 102SM. 109.
The stack-side bush 109 is made of an elastic material such as rubber, and a casing bracket 98 passes through the center portion along the vehicle width direction to support the fuel cell stack 12. The cross-sectional shape and material of each part of the stack side bush 109 are set according to the required elastic modulus.

As shown in FIGS. 1 and 2, the traveling motor 100 is supported by the vehicle body 13a via the motor mount structure MM while being disposed between the pair of arm portions 18 constituting the subframe 13SF.
As shown in FIGS. 1 and 2, the motor mount structure MM includes a pair of side motor mounts 101 set at one end at both ends of the front side connecting portion 19f and a rear portion set between the mount brackets 102. The motor mount 105 is comprised, and the driving motor 100 is supported by these three places in total.

As shown in FIG. 6, the rear motor mount 105 includes a circular motor side support hole 102MM penetrating the mount bracket 102 in the vehicle width direction (arrow B direction) below the stack side support hole 102SM of the mount bracket 102, and a motor. And a motor-side bush 106 fitted into the side support hole 102MM.
The motor-side bush 106 is made of an elastic material such as rubber, and the rear motor bracket 110 passes through the center of the motor-side bush 106 along the vehicle width direction to support the traveling motor 100. The cross-sectional shape and material of each part of the motor-side bush 106 are set according to the required elastic modulus.

Similar to the rear motor mount 105, the side motor mount 101 supports the traveling motor 100 with an elastic material interposed between the traveling motor 100 and the front connecting portion 19f.
In the motor mount structure MM, the dimension in the vehicle front-rear direction between the side motor mount 101 and the rear motor mount 105 is substantially the same as the dimension in the vehicle front-rear direction between the side stack mounts 80a, 80b and the rear stack mount 104. Each position is set to be the same.

  A fuel cell cooling radiator 116 is disposed at the front end of the sub-frame 13SF, and the fuel cell stack 12 is disposed close to the rear of the radiator 116. When an external load F is applied to the fuel cell electric vehicle 13 between the rear end portion 12e of the fuel cell stack 12 in the vehicle longitudinal direction and the partition wall member 13W, the fuel cell stack 12 moves rearward in the horizontal direction. Thus, a movable region 118 in which the end portion 12e can come into contact with the partition wall member 13W is provided.

Next, setting of the elastic modulus of the stack mount (side stack mounts 80a and 80b and rear stack mount 104) will be described.
FIG. 7 is a graph showing the vibration characteristics of the vehicle. The solid line shows the vibration characteristics of the vehicle when the elastic coefficients of the stack mounts 80a, 80b, 104 and the motor mount (side motor mount 101, rear motor mount 105) are individually set by a conventional method, and the broken line shows The vehicle vibration characteristics when the elastic coefficients of the stack mounts 80a, 80b, and 104 are set by the method of the present embodiment are shown.
The technique of the present embodiment is that the anti-resonance frequency of the swing by the travel motor 100 caused by the vibration of the vehicle body 13a during travel and the resonance of the swing by the fuel cell stack 12 due to the vibration of the vehicle body 13a during travel. In this method, the elastic coefficients of the stack mounts 80a, 80b, and 104 are set so that the frequencies coincide with each other. This utilizes a phenomenon in which the resonance point and the antiresonance point on the same frequency overlap, thereby canceling each other's vibrations and reducing the amplitude. In the present embodiment, the elastic coefficients of the stack mounts 80a, 80b, 104 are set for the anti-resonance point of the traveling motor 100 that exists in a frequency band of 20 Hz or less.
Further, the anti-resonance frequency (anti-resonance point) of oscillation by the traveling motor 100 is a frequency region that is higher by a predetermined frequency (about 1 to 3 Hz) than the resonance frequency of oscillation by the traveling motor 100 (see FIG. 7). ).

  When the elastic coefficients of the stack mounts 80a, 80b, 104 and the motor mounts 101, 105 are individually set by a conventional method (see the solid line in FIG. 7), the respective resonances of the fuel cell stack 12 and the travel motor 100 are detected. A vibration peak occurs between the frequency and the anti-resonance frequency. For this reason, for example, under traveling conditions in which the frequency of the vehicle changes, such as during acceleration or deceleration, vibration peaks occur many times, which makes the passenger feel uncomfortable.

  When the elastic modulus of the stack mounts 80a, 80b, and 104 is set using the method of the present embodiment (see the broken line in FIG. 7), the resonance point of the fuel cell stack 12 is the anti-resonance of the traveling motor 100. By setting the elastic coefficients of the stack mounts 80a, 80b, and 104 so as to match the peak frequency, the anti-resonance vibration peak disappears and the vibration amplitude near the anti-resonance peak decreases, It can eliminate passenger discomfort.

  The fuel cell vehicle 13 according to the present embodiment is basically configured as described above. Next, the function and effect of the fuel cell vehicle 13 will be described.

  In the fuel cell vehicle 13 according to the present embodiment, the elastic coefficients of the stack mounts 80a, 80b, and 104 are set so that the anti-resonance frequency of the traveling motor 100 and the resonance frequency of the fuel cell stack 12 coincide. The occurrence of a resonance phenomenon during traveling caused by both the traveling motor 100 and the fuel cell stack 12 can be suppressed.

  In the fuel cell vehicle 13 according to the present embodiment, the travel motor 100 and the fuel cell stack 12 are arranged so as to overlap in the vertical direction, so that the distance between the center of gravity of the travel motor 100 from the partition wall member 13W and the partition wall member 13W. The distance of the center of gravity of the fuel cell stack 12 can be made uniform. As a result, the vibration frequency of the traveling motor 100 and the fuel cell stack 12 can be made closer, so that the elastic coefficients of the stack mounts 80a, 80b, 104 can be easily set.

  In the fuel cell vehicle 13 according to the present embodiment, the fuel cell stack 12 is disposed above the traveling motor 100, so that the center axis (not illustrated) of a tire (not illustrated) and the traveling motor 100 are A layout for connecting output shafts (not shown) can be easily performed.

  In the fuel cell vehicle 13 according to the present embodiment, the travel motor 100 is supported by the subframe 13SF, and the fuel cell stack 12 is supported by the main frames 13R and 13L, and is mounted on the subframe 13SF via the mount bracket 102. By being supported, the fuel cell stack 12 and the traveling motor 100 vibrate separately. As a result, the fuel cell stack 12 functions as a weight mass constituting a dynamic damper installed in the traveling motor 100, and vibration of the traveling motor 100 can be suppressed.

  In the fuel cell vehicle 13 according to the present embodiment, the elastic coefficient of the stack mounts 80a, 80b, 104 is set for the anti-resonance point of the traveling motor 100 existing in the frequency band of 20 Hz or less, so that the occupant However, it is possible to suppress the vibration of the vehicle body at a frequency that is easily felt uncomfortable.

12 Fuel cell stack 13 Fuel cell vehicle 13a Car body 13f Motor room 13R, 13L Main frame 13SF Subframe 13W Partition member 18 Arm part 19r Rear side connection part 80a, 80b Stack mount (side stack mount)
100 motor for traveling 101 motor mount (side motor mount)
102 Mount bracket 104 Stack mount (rear stack mount)
105 Motor mount (rear motor mount)

Claims (5)

A motor room separated from the vehicle compartment by a partition member on the vehicle body,
A fuel cell stack installed in the motor room via a stack mount;
A traveling motor installed in the motor room via a motor mount;
With
An anti-resonance frequency that is higher by a predetermined frequency than the resonance frequency of oscillation by the traveling motor caused by vibration of the vehicle body during traveling;
A fuel cell vehicle characterized in that an elastic coefficient of the stack mount is set so that a resonance frequency of oscillation by the fuel cell stack caused by vibration of the vehicle body during traveling coincides.   2. The fuel cell vehicle according to claim 1, wherein the traveling motor and the fuel cell stack are arranged so as to overlap each other in the vertical direction.   The fuel cell vehicle according to claim 2, wherein the fuel cell stack is disposed above the traveling motor. The motor room is
A pair of main frames extending forward along the vehicle longitudinal direction from the partition member;
A sub-frame that is substantially U-shaped with a pair of arm portions extending in the vehicle front-rear direction and a rear side connecting portion that connects the rear ends of the pair of arm portions, and is disposed below the main frame When,
A mounting bracket erected upward from the rear connecting portion;
With
The traveling motor is
While being arranged in the U-shape of the subframe, it is supported via the motor mount at one place on each arm part and at a total of three places on the mount bracket,
The fuel cell stack is
4. The fuel according to claim 3, wherein the fuel is supported via the stack mount at one place on each main frame and at a total of three places on the mount bracket while being arranged between the pair of main frames. Battery powered vehicle. The elastic modulus of the stack mount is
The fuel cell vehicle according to any one of claims 1 to 4, wherein the fuel cell vehicle is set for an anti-resonance point of the traveling motor existing in a frequency band of 20 Hz or less.

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