JP2021115931A - Fuel cell vehicle - Google Patents

Abstract

To prevent the air at high temperature that has passed through a radiator of a fuel cell unit of a fuel cell vehicle from re-flowing into the radiator and improve the cooling efficiency of the radiator.SOLUTION: In a towing tractor being a fuel cell vehicle, an exhaust part 32 which exhausts cooling air N passing through a main radiator 40 and a right side face part 14 near the exhaust part 32 are positioned on different surfaces of a vehicle body part 1. Since the tractor comprises: a suction part which includes a first suction port 70 and a second suction port 71 for suctioning the air; and a current plate 42 which prevents the cooling air N exhausted from the exhaust part 32 from flowing into the suction part, the tractor can prevent the air at high temperature that has passed through the main radiator 40 from re-flowing into the main radiator 40 and a sub radiator 60 and improve the cooling efficiency of the main radiator 40 and the sub radiator 60.SELECTED DRAWING: Figure 2

Description

The present invention relates to a fuel cell vehicle, and more particularly to a fuel cell vehicle having a radiator for cooling the fuel cell unit.

A water-cooled cooling device that cools cooling water for cooling equipment including an internal combustion engine, a fuel cell unit, and the like by a radiator is known. Further, in such a cooling device, in order to improve the cooling efficiency of the radiator, it is known that the cooling air generated by the fan passes through the radiator to cool the radiator. Examples of such a cooling device include the configuration shown in Patent Document 1. In the cooling device described in Patent Document 1, the air sucked into the machine by the fan passes through the radiator as cooling air. After that, the high-temperature air that has passed through the radiator is rectified by the rectifying plate and discharged to the outside of the machine.

Japanese Unexamined Patent Publication No. 2005-133661

However, in the cooling device described in Patent Document 1, the high-temperature air discharged to the outside of the machine may re-inflow into the machine due to the turbulence of the air flow, the temperature of the radiator may rise, and the cooling efficiency may decrease. there were.

The present invention has been made to solve the above problems, and prevents high-temperature air that has passed through the radiator of the fuel cell unit of the fuel cell vehicle from re-inflowing into the fuel cell unit, and improves the cooling efficiency of the radiator. The purpose is to make it.

The fuel cell vehicle according to the present invention is located on a surface of the fuel cell unit close to the exhaust port of the vehicle body and the fuel cell unit mounted on the vehicle body, and blows cooling air that has passed through the first cooling target member. The exhaust section provided so that it can be exhausted and the intake section that takes in air and the cooling air that is exhausted from the exhaust section are located on a surface different from the surface of the fuel cell unit that is close to the exhaust port of the vehicle body. It is equipped with a rectifying plate that prevents it from flowing to the intake unit.

Further, the fuel cell vehicle according to the present invention is provided with a running wind intake port for taking in the running wind and a running wind intake downstream of the running wind intake port, and divides the running wind taken in from the running wind intake port into a plurality of air flows. The intake unit may further include a flow dividing member, and the intake unit may take in the flow of the first air that has been divided into one by the flow dividing member.
Further, the exhaust portion is provided on one side surface of the vehicle body portion, and the intake portion is provided in front of the vehicle body portion from the first intake port provided on the side surface on the opposite side of the vehicle body portion and the exhaust portion and the first intake port. The second intake port provided in may be included.
Further, the flow of the second air diverted to the other by the divergence member may pass through the second cooling target member.
Further, the flow dividing member is a hydrogen tank having a columnar outer shape, and a plurality of air flows may flow along the curved surface of the outer shape of the hydrogen tank.
Further, a hydrogen discharge port may be provided on the upstream side of the exhaust section, and the flow of hydrogen discharged from the hydrogen discharge port may be provided along the cooling air discharged from the exhaust section.

Since the fuel cell vehicle according to the present invention has a rectifying plate that prevents the cooling air exhausted from the exhaust unit from flowing to the intake unit, it prevents the high-temperature air that has passed through the radiator from re-inflowing into the radiator. , The cooling efficiency of the radiator can be improved.

It is a perspective view of the front part of the vehicle body of the fuel cell vehicle which concerns on Embodiment 1. FIG. It is a top view of the inside of the vehicle body front part of the fuel cell vehicle which concerns on Embodiment 1. FIG. It is a perspective view of the straightening vane shown in FIG. FIG. 5 is a schematic side view of the inside of the front portion of the vehicle body of the fuel cell vehicle according to the first embodiment.

Embodiment 1.
Hereinafter, the first embodiment will be described in detail with reference to the drawings.
FIG. 1 shows the front part of the fuel cell vehicle according to the first embodiment. This fuel cell vehicle is an example of a towing tractor, which is an industrial vehicle. A bonnet portion 15 is formed on the upper portion of the front side of the vehicle body portion 1 of the towing tractor. The bonnet portion 15 is formed with a traveling wind intake port 20 that opens toward the front of the towing tractor. Further, an exhaust port 21 is formed on the right side surface on the front side of the vehicle body portion 1. In the first embodiment, each direction of "front and back", "left and right", and "up and down" is based on a state in which the driver sits in the driver's seat of the fuel cell vehicle and faces the forward direction of the vehicle. Is defined.

FIG. 2 shows the internal configuration of the front side of the vehicle body portion 1. The front side of the vehicle body portion 1 has a front surface portion 11 in the front, a left side surface portion 13 on the left side, and a right side surface portion 14 on the right side. A fuel cell unit 30 is provided on the front side of the vehicle body portion 1. Further, behind the fuel cell unit 30, a hydrogen discharge port 31 is provided in order to discharge unreacted hydrogen U in the cell stack of the fuel cell unit 30.

A hydrogen tank 50 for storing hydrogen as fuel is provided in front of the fuel cell unit 30. The hydrogen tank 50 has a columnar outer shape, and is installed so that its longitudinal direction is along the lateral direction of the vehicle body portion 1. By supplying hydrogen from the hydrogen tank 50 to the cell stack (not shown) in the fuel cell unit 30 by a fuel supply system (not shown), power is generated in the fuel cell unit 30. The hydrogen tank 50 constitutes a flow dividing member.

A main radiator fan 41 is provided on the right side surface portion 14 side of the fuel cell unit 30. A main radiator 40 is provided on the right side of the main radiator fan 41. The main radiator 40 is installed to dissipate heat from the cooling water circulating in the fuel cell unit 30. The main radiator fan 41 is a push-type cooling fan that blows air from the left side surface portion 13 side, which is the upstream side, to the main radiator 40 to pass the cooling air, as will be described in detail later. Further, the fuel cell unit 30 has an exhaust unit 32. The exhaust portion 32 is a region located from the downstream side of the main radiator 40 to the exhaust port 21 described later, and is a gap between the left side surface portion 14 including the exhaust port 21 and a vehicle body in the vicinity thereof. Further, the exhaust portion 32 is a portion where the straightening vane 42, which will be described later, is located.

A straightening vane 42 is provided on the right side of the main radiator 40. On the right side of the straightening vane 42, an exhaust port 21 is formed on an outer panel panel constituting the right side surface portion 14 of the vehicle body portion 1. That is, the fuel cell unit 30, the main radiator fan 41, the main radiator 40, the rectifying plate 42, and the exhaust port 21 are arranged in this order from the fuel cell unit 30 toward the exhaust port 21. The exhaust unit 32 is a region extending from the downstream side of the main radiator 40 to the upstream side of the exhaust port 21. The exhaust port 21 is provided to exhaust the cooling air N that has passed through the main radiator 40 and the unreacted hydrogen U discharged from the hydrogen discharge port 31 to the outside of the vehicle body portion 1. Further, the rectifying plate 42 is provided to rectify the cooling air N and the unreacted hydrogen U that have passed through the main radiator 40 and exhaust them from the exhaust port 21. The main radiator 40 constitutes the first cooling target member.

A sub-radiator 60 is provided in front of the hydrogen tank 50. Below the sub-radiator 60, a sub-radiator fan 61, which will be described in detail later, is provided. The sub-radiator 60 constitutes a second cooling target member.

As shown in FIG. 3, the straightening vane 42 is formed by pressing a thin iron plate. The straightening vane 42 is formed with a front straightening vane 42a extending in a substantially vertical direction on one end side thereof. Further, the straightening vane 42 is formed on the other end side with a rear straightening vane 42b facing substantially parallel to the front straightening vane 42a. The upper end of the front straightening vane 42a and the upper end of the rear straightening vane 42b are connected by a connecting member 42c. The connecting member 42c has a bolt mounting portion (not shown). By bolting the bolt mounting portion, the straightening vane 42 is mounted on the right side surface portion 14 of the vehicle body portion 1 (see FIG. 2).

FIG. 4 is a schematic view of the inside of the front side of the vehicle body portion 1 when the vehicle body portion 1 is viewed from the side of the right side surface portion 14 (see FIG. 2). A bonnet portion 15 is formed above the vehicle body portion 1. The bonnet portion 15 is formed with a traveling wind intake port 20 that is inclined upward toward the rear with respect to the traveling direction. The hydrogen tank 50 is provided inside the bonnet portion 15 and in the vicinity of the traveling wind intake port 20. Further, the hydrogen tank 50 is provided downstream with respect to the traveling wind L taken in substantially horizontally from the traveling wind intake port 20. Further, the hydrogen tank 50 is arranged at a height at which the traveling wind L hits the upper end portion 50a in the radial direction of the hydrogen tank 50.

A sub-radiator 60 is provided inside the bonnet portion 15. The sub-radiator 60 is located in front of and below the hydrogen tank 50, that is, diagonally to the lower right in the figure. The sub-radiator 60 is installed to dissipate heat from the cooling water circulating in the fuel cell unit 30. A sub-radiator fan 61 is provided below the sub-radiator 60. The sub-radiator fan 61 is a pull-type cooling fan that allows the sub-radiator 60 to pass the lower cooling air T by sucking air in the downstream direction.

Next, the operation of the fuel cell vehicle according to the first embodiment will be described.
As shown in FIG. 2, during the operation of the towing tractor, cooling water is circulated in the fuel cell unit 30 to cool the fuel cell unit 30. Further, this cooling water circulates in the main radiator 40 and the sub radiator 60. The cooling water that has cooled the fuel cell unit 30 is radiated from the main radiator 40 and the sub radiator 60, and the cooled cooling water flows into the fuel cell unit 30 again. As a result, the heat of the fuel cell unit 30 is dissipated from the main radiator 40 and the sub radiator 60.

In order to improve the cooling efficiency of the main radiator 40, by driving the main radiator fan 41, the cooling air N is passed through the main radiator 40 to further remove heat. Further, in order to improve the cooling efficiency of the sub-radiator 60, by driving the sub-radiator fan 61, the cooling air T (see FIG. 4) is passed through the sub-radiator 60 to further remove heat.

In the main radiator 40, the cooling air N passes through the main radiator 40 to remove heat by driving the main radiator fan 41, and then becomes hot air and is discharged from the exhaust port 21 of the right side surface portion 14 of the vehicle body portion 1. Will be done. When the cooling air N is exhausted from the exhaust port 21, the air outside the towing tractor is sucked into the vehicle body portion 1 through the gap between the left side surface portion 13 and the vehicle body in the vicinity thereof. As a result, an air flow M from the left side surface portion 13 to the right side surface portion 14 is generated inside the vehicle body portion 1.

The gap between the left side surface portion 13 and the vehicle body in the vicinity thereof is an intake portion that is a source of the air flow M, and is referred to as a first intake port 70 in the following description. That is, the intake portion of the towing tractor has a first intake port 70. Further, the first intake port 70 is located on the left side surface portion 13 of the vehicle body portion 1. Therefore, the right side surface portion 14 of the vehicle body portion 1 provided with the exhaust port 21 and the first intake port 70 are located on different surfaces of the vehicle body portion 1.

During the operation of the fuel cell unit 30, unreacted hydrogen U that has not reacted in the cell stack is discharged from the hydrogen discharge port 31. The unreacted hydrogen U is flowed to the exhaust port 21 by the air flow M, and is discharged from the exhaust port 21 to the outside of the vehicle body 1 along the cooling air N.

As shown in FIG. 4, when the towing tractor travels in front of the vehicle, the outside air is taken in as the traveling wind L from the traveling wind intake port 20. The running wind L taken in substantially horizontally from the running wind intake port 20 hits the upper end portion 50a of the hydrogen tank 50. Then, the traveling wind L that hits the upper end portion 50a is diverted into two directions of the first divergence flow P and the second divergence flow Q along the arcuate curved surface of the hydrogen tank 50.

The first branch flow P circulates in the direction of the fuel cell unit 30, that is, backward. The second branch Q flows in the direction of the sub-radiator 60, that is, forward and downward, that is, diagonally downward. Further, the position where the traveling wind L divides into the first branch flow P and the second branch flow Q is the intake portion which is the source of the first branch flow P and the second branch flow Q, and in the following description, the second intake port It's called 71. That is, the intake portion of the towing tractor has a second intake port 71. The second intake port 71 is provided above the front surface side of the vehicle body portion 1. Therefore, the right side surface portion 14 provided with the exhaust port 21 and the second intake port 71 are located on different surfaces of the vehicle body portion 1. Further, the second intake port 71 is provided in front of the vehicle body portion 1 with respect to the exhaust port 21 and the first intake port 70.

The first branch flow P joins the air flow M and is discharged from the exhaust port 21 as cooling air N by the main radiator fan 41. That is, the first diversion flow P divided in the hydrogen tank 50 is sucked into the first intake port 70. Therefore, the flow rate of the cooling air N passing through the main radiator 40 is larger when the first intake port 70 and the second intake port 71 are configured than when only the first intake port 70 is configured. Can be increased. As a result, the main radiator 40 can be further cooled to improve the cooling efficiency.

Further, the second branch current Q is taken into the sub-radiator fan 61. By taking in the second branch current Q, the flow rate of the cooling air T passing through the sub-radiator 60 can be increased. That is, the flow rate of the cooling air T passing through the sub-radiator 60 is higher when the second intake port 71 is configured and the second divergence Q is taken in than when the second intake port 71 is not configured. Can be increased. As a result, the sub-radiator 60 can be further cooled to improve the cooling efficiency. The cooling air T is discharged to the outside through the lower gap on the front side of the vehicle body portion 1.

Here, the effect of the straightening vane 42 will be described with reference to FIG. It is assumed that the cooling air N is discharged from the exhaust port 21 on the upstream side of the exhaust port 21, that is, in a state where the rectifying plate 42 is not provided on the downstream side of the main radiator 40. Then, the cooling air N forms a spiral flow in the horizontal direction, and a part of the cooling air N, which is high temperature air, re-inflows in the direction of the first intake port 70 (the left side surface portion 13 direction). R1 may occur. When the reinflow air R1 is generated, the internal temperature of the vehicle body portion 1 rises. In particular, the temperature of the main radiator 40 rises, leading to a decrease in cooling efficiency. Further, the cooling air N contains unreacted hydrogen U discharged from the hydrogen discharge port 31, and when the re-inflow air R1 is generated, the unreacted hydrogen U stays inside the vehicle body 1, which is not preferable.

Further, when a part of the cooling air N flows as high-temperature re-inflow air R2 in the direction of the second intake port 71 inside the vehicle body portion 1 (direction of the front surface portion 11), the internal temperature near the front surface portion 11 of the vehicle body portion 1 Rise. In particular, the temperature of the sub-radiator 60 rises, leading to a decrease in cooling efficiency.

On the other hand, in the first embodiment, since the rectifying plate 42 is provided on the upstream side of the exhaust port 21, the cooling air N is rectified by the front rectifying plate 42a and the rear rectifying plate 42b of the rectifying plate 42, and the vortex flow flows. Formation is suppressed. Therefore, the generation of the re-inflow air R1 is suppressed, and the flow of high-temperature air in the direction of the first intake port 70 is suppressed. Further, the front rectifying plate 42a suppresses the generation of the re-inflow air R2 and suppresses the flow of high-temperature air in the direction of the second intake port 71. As a result, it is possible to suppress the temperature rise in the vehicle body portion 1 due to the high temperature air, and in particular, prevent the cooling efficiency of the main radiator 40 and the sub radiator 60 from being lowered.

As described above, the towing tractor of the first embodiment is located on the surface of the fuel cell unit 30 close to the exhaust port 21 of the vehicle body 1 and the fuel cell unit 30 mounted on the vehicle body 1, and is a main radiator. A second unit that is located on a surface different from the surface of the fuel cell unit 30 that is close to the exhaust port 21 of the vehicle body unit 1 and that is provided so that the cooling air N that has passed through 40 can be exhausted. 1 The intake port 70 and the second intake port 71, and a rectifying plate 42 for preventing the cooling air N exhausted from the exhaust port 21 from flowing to the first intake port 70 and the second intake port 71 are provided. Therefore, it is possible to prevent the high-temperature air that has passed through the main radiator 40 from re-inflowing into the main radiator 40 and the sub-radiator 60, and to improve the cooling efficiency of the main radiator 40 and the sub-radiator 60.

Further, the towing tractor of the first embodiment is provided with a traveling wind intake port 20 for taking in the traveling wind L and a traveling wind L taken in from the traveling wind intake port 20 downstream of the traveling wind intake port 20, and a plurality of air. The first intake port 70 further has a hydrogen tank 50 that diverges into the flow of the above, and the first intake port 70 takes in the first divergence P that has been diverted to one side by the hydrogen tank 50. Therefore, the flow rate of the cooling air N flowing through the main radiator 40 can be increased, and the cooling efficiency of the main radiator 40 can be improved.

Further, the exhaust unit 32 is provided on one side surface of the vehicle body unit 1, and the intake unit is a first intake port 70 provided on the opposite side surface of the vehicle body unit 1, and the exhaust unit 32 and the first intake port 70. Since the second intake port 71 provided in front of the vehicle body portion 1 is included, the amount of air flowing into the vehicle body portion 1 can be increased to improve the cooling efficiency of the main radiator 40 and the sub radiator 60. ..

Further, since the second diversion Q, which is taken in from the traveling wind intake port 20 and is diverted to the other in the hydrogen tank 50, passes through the sub-radiator 60, the flow rate of the cooling air T flowing through the sub-radiator 60 is increased, and the sub-radiator 60 is increased. Cooling efficiency can be improved.

Further, the flow dividing member is a hydrogen tank 50 having a columnar outer shape, and the running wind L circulates along the curved surface of the outer shape of the hydrogen tank 50, so that the running wind does not need to be separately arranged. L can be diverted into the first shunt P and the second shunt Q.

Further, a hydrogen discharge port 31 is provided on the upstream side of the exhaust unit 32, and the flow of unreacted hydrogen U discharged from the hydrogen discharge port 31 is taken in by the first intake port 70 and the second intake port 71 and exhausted. Since it is provided along the air exhausted from the portion 32, it is possible to prevent unreacted hydrogen U from staying in the vehicle body portion 1.

In the first embodiment, the fuel cell vehicle has the main radiator 40 and the sub-radiator 60, but the fuel cell vehicle may have at least one of the main radiator and the sub-radiator.

Further, the straightening vane 42 has a shape in which the upper end of the front straightening vane 42a and the upper end of the rear straightening vane 42b are connected by a connecting member 42c. It is not limited to the shape of the cigarette. For example, a configuration may be configured in which the lower end of the front straightening vane 42a and the lower end of the rear straightening vane 42b are connected without the connecting member 42c. Alternatively, the straightening vane 42 may have both a connecting member 42c and a second connecting member. Further, the straightening vane 42 does not have a connecting member, and the front straightening vane 42a and the rear straightening vane 42b may be separately attached to the vehicle body of the towing tractor. Furthermore, the straightening vane 42 may have at least one of a front straightening vane 42a and a rear straightening vane 42b.

Further, although the straightening vane 42 is formed of a thin iron plate, it may be formed of any other material such as a metal such as an aluminum alloy or a heat-resistant resin as long as it is a material that does not allow the cooling air to pass through.

Further, the main radiator 40 was a radiator having a push-type cooling fan in which the main radiator fan 41 was arranged on the upstream side thereof, but the main radiator fan 41 was arranged on the downstream side of the main radiator 40 and pulled. It may be a radiator having a cooling fan of the type. In general, a radiator having a push-type fan has an advantage that the cooling water piping can be easily routed. However, by using the main radiator 40 as a radiator having a pull-type fan, the cooling efficiency of the main radiator 40 can be improved.

Further, the first intake port 70 was formed on the left side surface portion 13 of the vehicle body portion 1, the exhaust port 21 was formed on the right side surface portion 14, and the air flow M was formed from the left side surface portion 13 to the right side surface portion 14. , These left and right may be formed in reverse.

Further, the fuel cell vehicle according to the first embodiment is a towing tractor which is an industrial vehicle, but may be an industrial vehicle other than the towing tractor, or a fuel cell vehicle traveling on a public road. good.

1 Body part, 20 Driving wind intake port, 21 Exhaust port, 30 Fuel cell unit, 31 Hydrogen discharge port, 32 Exhaust part, 40 Main radiator (first cooling target member), 42 rectifying plate, 50 Hydrogen tank (flow diversion member) , 60 Sub radiator (second cooling target member), 70 1st intake port (intake section), 71 2nd intake port (intake section), L running air, N cooling air, P 1st diversion (first air) Flow), Q Second branch flow (second air flow).

Claims (6)

The fuel cell unit mounted on the vehicle body and
An exhaust unit of the fuel cell unit, which is located on a surface close to the exhaust port of the vehicle body and is provided so as to be able to exhaust the cooling air that has passed through the first cooling target member.
An intake unit that is located on a surface different from the surface of the fuel cell unit that is close to the exhaust port of the vehicle body and that takes in air.
A fuel cell vehicle including a rectifying plate that prevents the cooling air exhausted from the exhaust unit from flowing to the intake unit. A running wind intake that takes in running wind and a running wind intake
Further, it is provided downstream of the running wind intake port, and further has a diversion member that diverts the running wind taken in from the running wind intake port into a plurality of air flows.
The fuel cell vehicle according to claim 1, wherein the intake unit takes in a flow of first air that has been diverted to one side by the divergence member. The exhaust portion is provided on one side surface of the vehicle body portion, and the intake portion is provided from a first intake port provided on a side surface opposite to the vehicle body portion, the exhaust portion, and the first intake port. The fuel cell vehicle according to claim 1, further comprising a second intake port provided in front of the vehicle body portion. The fuel cell vehicle according to claim 2, wherein the second air flow diverted to the other side of the divergence member passes through the second cooling target member. The fuel cell vehicle according to claim 2 or 4, wherein the flow dividing member is a hydrogen tank having a columnar outer shape, and the plurality of air flows flow along a curved surface of the outer shape of the hydrogen tank. Claims 1 to 1 in which a hydrogen discharge port is provided on the upstream side of the exhaust unit, and a flow of hydrogen discharged from the hydrogen discharge port is provided along the cooling air exhausted from the exhaust unit. The fuel cell vehicle according to any one of 5.

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