JP6834500B2 - Fuel cell motorcycle - Google Patents

Description

The present invention relates to a fuel cell motorcycle.

A vehicle equipped with a hybrid power source that combines a fuel cell and a lead storage battery as an auxiliary battery, for example, a forklift is known. This conventional vehicle activates the fuel cell based on the on operation of the key switch. In addition to the key switch, the conventional vehicle is equipped with a complete stop switch. In a conventional vehicle, the fuel cell is started based on the on operation of the key switch, while at least the operation of the traveling drive system is stopped except for the fuel cell based on the off operation of the key switch. A conventional vehicle stops a fuel cell based on the operation of a complete stop switch (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2-174502

For example, a fuel cell motorcycle equipped with a polymer electrolyte fuel cell (PEFC) as a power source is known. Unlike an internal combustion engine, a fuel cell including a polymer electrolyte fuel cell starts up until it can output a runnable voltage (a voltage capable of driving a motor to run a vehicle). Many processes are required to complete, and it takes time.

In addition, the fuel cell immediately after startup does not sufficiently generate water due to power generation. Therefore, the inside of the fuel cell immediately after startup is dry. When an attempt is made to extract a high-load output, for example, a running output from a dry fuel cell, the deterioration of the fuel cell parts may progress and the parts may be damaged. That is, it is preferable that the fuel cell motorcycle is restricted from running until the start of the fuel cell is completed.

Therefore, the present invention proposes a fuel cell two-wheeled vehicle that can prevent a large amount of electric power from being output while the fuel cell has not been started yet, and can reduce the risk of deterioration and damage of the fuel cell.

In order to solve the above problems, the fuel cell two-wheeled vehicle according to the present invention includes a fuel cell that generates electricity by reacting fuel with oxygen in the air, an electric motor driven by electric power supplied from the fuel cell, and the electric motor. When the drive wheel driven by the fuel cell, the first switch requesting the start of the fuel cell, the second switch requesting the start of power supply from the fuel cell to the electric motor, and the first switch are operated. While activating the fuel cell, the power supply from the fuel cell to the electric motor is prohibited, and when the second switch is operated after the fuel cell is activated, the power supply from the fuel cell to the electric motor is supplied. The control unit includes a control unit that allows, and the control unit prohibits power supply from the fuel cell to the electric motor until the output voltage of the fuel cell reaches the travelable voltage of the fuel cell motorcycle, and the second switch. ignore the operation.

According to the present invention, it is possible to provide a fuel cell two-wheeled vehicle capable of preventing a large amount of electric power from being output without the fuel cell being started incompletely, and thus reducing the risk of deterioration and damage of the fuel cell.

The left side view of the fuel cell vehicle which concerns on embodiment of this invention. The left side view of the fuel cell vehicle according to the embodiment of the present invention in a state where the exterior and the like are removed. A perspective view of a fuel cell vehicle according to an embodiment of the present invention in a state where the exterior and the like are removed. The block diagram which concerns on start control, stop control, and stop control of a fuel cell among the fuel cell vehicles which concerns on embodiment of this invention. The flowchart of the start control, the stop control, and the stop control of the fuel cell vehicle which concerns on embodiment of this invention.

Hereinafter, embodiments of the fuel cell motorcycle 1 according to the present invention will be described with reference to FIGS. 1 to 5.

FIG. 1 is a left side view of a fuel cell motorcycle according to an embodiment of the present invention.

FIG. 2 is a left side view of the fuel cell motorcycle according to the embodiment of the present invention in a state where the exterior and the like (cover and seat) are removed.

FIG. 3 is a perspective view of the fuel cell motorcycle according to the embodiment of the present invention in a state where the exterior and the like (cover and seat) are removed.

The front, rear, top, bottom, left, and right expressions in the present embodiment are based on the passenger of the fuel cell motorcycle 1.

As shown in FIGS. 1 to 3, the fuel cell two-wheeled vehicle 1 according to the present embodiment generates electricity with the fuel cell 2, drives the motor 3 with this electric power, and travels with the driving force of the motor 3. Further, the fuel cell motorcycle 1 is a scooter type and runs on the electric power of the fuel cell 2.

The fuel cell motorcycle 1 swings a vehicle body 5 extending forward and backward, a front wheel 6 as a steering wheel, a steering mechanism 7 for freely steering the front wheel 6, a rear wheel 8 as a driving wheel, and a rear wheel 8 in the vertical direction. It includes a swing arm 9 that movably supports the vehicle, and a motor 3 that generates a driving force for the rear wheels 8.

The vehicle body 5 includes a frame 11 extending to the front and rear of the vehicle, an exterior 12 covering the frame 11, and a seat 13 arranged above the latter half of the frame 11.

Further, the vehicle body 5 includes a fuel cell 2 that generates electricity by reacting fuel with oxygen in the air, a fuel tank 15 as a storage tank for storing fuel used for power generation in the fuel cell 2, and electric power of the fuel cell 2. The secondary battery 16 that assists the fuel cell 16, the power management device 17 that controls the adjustment of the output voltage of the fuel cell 2 and the distribution of the power of the fuel cell 2 and the secondary battery 16, and the DC power output by the power management device 17 are three. It includes an inverter 18 that converts it into phase AC power and outputs it to the motor 3, and a vehicle controller 19 that manages these in an integrated manner.

The power train of the fuel cell motorcycle 1 includes a fuel cell 2 and a secondary battery 16. The fuel cell two-wheeled vehicle 1 appropriately consumes the electric power of each battery depending on the traveling state of the vehicle, the power generation state of the fuel cell 2, and the electricity storage state of the secondary battery 16. The secondary battery 16 and the fuel cell 2 are connected in parallel to the inverter 18. The electric power stored in the secondary battery 16 and the electric power generated by the fuel cell 2 are supplied to the motor 3 via the inverter 18. Further, when the fuel cell motorcycle 1 decelerates, the motor 3 generates regenerative electric power. The secondary battery 16 stores the regenerative electric power generated by the motor 3 when the fuel cell two-wheeled vehicle 1 decelerates, and the electric power generated by the fuel cell 2.

The frame 11 is an integral combination of a plurality of steel hollow tubes. The frame 11 is arranged below the head pipe 21, the head pipe 21 arranged at the upper part of the front end, the upper down frame 22 extending downward from the center of the head pipe 21, and the frame 11 inclined backward downward. An extending lower down frame 23, a pair of left and right lower frames 24, a pair of left and right upper frames 25, a pivot shaft 26, an upper bridge frame 27, a lower bridge frame 28, a guard frame 29, and an on-board device protection frame 30. And have.

The head pipe 21 supports the steering mechanism 7 so as to be steerable, that is, swingable in the left-right direction of the vehicle.

A pair of left and right lower frames 24 are arranged on the left and right sides of the lower down frame 23 and are connected to the lower part of the head pipe 21. Further, the pair of left and right lower frames 24 have a front inclined portion extending substantially parallel to the lower down frame 23 from the connecting portion with the head pipe 21 and inclined backward downward, and a rearward at the lower end of the front inclined portion. A front curved portion that curves toward the front, and a straight portion that extends substantially horizontally from the rear end of the front curved portion toward the rear of the vehicle body 5 until it reaches the central portion of the vehicle body 5 (the central portion in the front-rear direction of the vehicle). ,have. Further, the pair of left and right lower frames 24 have a rear curved portion that curves rearward and upward from the rear end portion of the straight portion, and a rear inclined portion that extends backward and upward from the upper end portion of the rear curved portion. And an upper and lower frame joint portion for connecting the rear inclined portion to the upper frame 25. The distance between the left and right lower frames 24 is wider than the distance between the left and right upper frames 25.

Between the upper parts of the left and right lower frames 24, a bridge frame 31 near the head pipe extending substantially linearly in the left-right direction of the vehicle is erected. Further, each of the left and right lower frames 24 is provided with a footrest bracket 32a. The footrest bracket 32a supports the footboard 32 arranged outside the front curved portion from below. The occupant can place his foot on the footboard 32.

The lower frame 24 arranged on the left side of the vehicle body 5 includes a side stand bracket 33. The side stand bracket 33 is provided with a side stand 34 that allows the fuel cell motorcycle 1 to stand on its own in a state of being tilted to the left. The side stand 34 can swing between the upright position and the retracted position. The side stand 34 in the upright position makes the fuel cell motorcycle 1 stand on its own. The side stand 34 at the retracted position is attached to the vehicle body 5 so as not to interfere with the running.

The pair of left and right upper frames 25 are connected to the central portion in the vertical direction of the front inclined portion of the lower frame 24 in the front half portion of the vehicle body 5. The pair of left and right upper frames 25 are a horizontal portion extending substantially horizontally toward the rear of the vehicle body 5 from a connecting portion with the front inclined portion of the lower frame 24, and a rear end of the horizontal portion of the pair of left and right upper frames 25. , The rear end portion of the latter half of the vehicle body 5 and the upper portion of the rear wheel 8 which is greatly inclined rearward and curved inward in the width direction of the vehicle body 5 to approach the thickness (width dimension) of the rear wheel 8. ,have.

The pivot shaft 26 is erected between the left and right upper frames 25 in the latter half of the vehicle body 5. Further, the pivot shaft 26 is below the upper frame 25 and behind the confluence portion (upper and lower frame joints) between the upper frame 25 and the lower frame 24, and is a horizontal portion of the upper frame 25 and the lower frame 24. It is arranged on the bracket 26a connected to the rear inclined portion. There are a pair of brackets 26a on the left and right.

The upper bridge frame 27 is erected at the front ends of the left and right upper frames 25. The upper bridge frame 27 extends between the left and right upper frames 25 substantially linearly in the left-right direction of the vehicle, and connects the left and right upper frames 25.

The lower bridge frame 28 is erected on the front curved portion of the left and right lower frames 24. The lower bridge frame 28 extends between the left and right lower frames 24 substantially linearly in the width direction of the vehicle, and connects the left and right lower frames 24.

The guard frame 29 is erected on the rear curved portion of the left and right lower frames 24. The guard frame 29 extends rearwardly and downwardly from the connecting portions with the left and right lower frames 24, and extends in a U shape downwardly downward so as to expand the internal space of the frame 11. The guard frame 29 is provided with a center stand 35 that allows the fuel cell motorcycle 1 to stand on its own in an upright state. The center stand 35 can swing between the upright position and the retracted position. The center stand 35 in the upright position makes the fuel cell motorcycle 1 stand on its own. The center stand 35 at the retracted position is attached to the vehicle body 5 so as not to interfere with traveling.

The upper down frame 22 is erected between the head pipe 21 and the upper bridge frame 27.

The upper end of the lower down frame 23 is the upper end of the bridge frame 31 near the head pipes erected on the left and right lower frames 24 connected to the center of the vehicle in the left-right direction, and the upper end of the lower bridge frame 28 in the left-right direction of the vehicle. It has a lower end that is connected to.

The on-board device protection frame 30 is provided on the upper portion of the latter half of the upper frame 25. The on-board device protection frame 30 supports the fuel cell 2 on the vehicle body of the fuel cell motorcycle 1. Further, a part of the mounted device protection frame 30 can be attached to and detached from the upper frame 25.

The seat 13 covers the upper part of the latter half of the frame 11 and extends back and forth. The seat 13 is a tandem type and integrally includes a first half portion 13a for seating a passenger and a second half portion 13b for seating a passenger. Further, the seat 13 is provided with an inclined portion 13c between the first half portion 13a and the second half portion 13b.

Here, the space surrounded by the left and right upper frames 25 and the left and right lower frames 24 is referred to as a center tunnel area 36, and the space surrounded by the latter half of the upper frame 25, the exterior 12 and the seat 13 is referred to as an equipment mounting area 37. The space behind the center tunnel area 36 and below the equipment mounting area 37 is called the tire house area 38.

The center tunnel area 36 accommodates the fuel tank 15. In the scooter-type fuel cell motorcycle 1 according to the present embodiment, the center tunnel region 36 is arranged between the left and right footboards 32 on which the passenger rests his / her feet along the front-rear direction of the vehicle. Further, the center tunnel area 36 is raised above the footboard 32 so as to divide the footrest area of the footboard 32 into left and right. In other words, footboards 32 serving as footrest areas are arranged on the left and right sides of the center tunnel area 36. A fuel tank 15 is arranged between the left and right footboards 32.

The device mounting area 37 houses the secondary battery 16, the power management device 17, and the fuel cell 2 in this order from the front side of the vehicle body 5. The front end portion, the central portion, the rear end portion, and the side portion extending from the central portion to the rear end portion of the device mounting area 37 are protected by the mounted device protection frame 30.

The mounted device protection frame 30 surrounds the device mounting area 37 and protects the devices mounted in the device mounting area 37.

A rear wheel 8 is arranged in the tire house area 38.

A rear fender 39 as a partition member that divides each region is provided between the equipment mounting region 37 and the tire house region 38.

The exterior 12 includes a front leg shield cover 41 that covers the front half of the vehicle body 5, a front frame cover 42 that is arranged in the upper center of the vehicle body 5 and covers the upper part of the upper frame 25 such as the center tunnel area 36, and the latter half of the vehicle body 5. A frame cover 43, which is arranged in the portion and covers the lower portion of the seat 13 on the side surface of the vehicle body 5 such as the device mounting area 37, is provided.

The frame cover 43 and the seat 13 surround the device mounting area 37. The device mounting area 37 is a closed space surrounded by the seat 13, the frame cover 43, and the rear fender 39. Vents (not shown) are provided at appropriate positions on the frame cover 43 or the rear fender 39. This vent easily and reliably controls the flow of air to the fuel cell 2, and also easily and reliably controls the flow of air as cooling air to a device that requires cooling. The device mounting area 37 allows air to enter through the joints of the covers (front frame cover 42, frame cover 43, etc.).

The steering mechanism 7 is arranged in front of the vehicle body 5. The steering mechanism 7 swings in the left-right direction around the head pipe 21 of the frame 11. The steering mechanism 7 enables steering of the front wheels 6. The steering mechanism 7 includes a steering wheel 45 provided at the top, a pair of left and right front forks 46 that connect the steering wheel 45 and the front wheels 6 and extend vertically and slightly inclined rearward. The left and right front forks 46 have an elastically stretchable telescopic structure. Axles (not shown) that rotatably support the front wheels 6 are erected at the lower ends of the left and right front forks 46. A front fender 47 is arranged above the front wheel 6. The front fender 47 is located between the left and right front forks 46 and is fixed to the front forks 46.

The front wheels 6 are rotatably supported by axles erected at the lower ends of the left and right front forks 46. The front wheel 6 is a driven wheel.

The swing arm 9 is supported so as to be swingable in the vertical direction by a pivot shaft 26 as a rotation center extending in the horizontal direction of the vehicle body 5. The swing arms 9 are arranged on the left and right sides of the vehicle body 5, and have a pair of arm portions extending in the front-rear direction of the vehicle body. The swing arm 9 rotatably supports the rear wheel 8 between the pair of arm portions. A rear suspension 48 is erected between the frame 11 and the swing arm 9. The upper end of the rear suspension 48 is swingably connected to the rear end of the upper frame 25. The lower end of the rear suspension 48 is swingably connected to the rear end of the swing arm 9. The rear suspension 48 buffers the swing of the swing arm 9.

Further, the swing arm 9 accommodates a motor 3 that rotationally drives the rear wheels 8 and an inverter 18 that converts DC power supplied from the fuel cell 2 or the secondary battery 16 into AC power and supplies the DC power to the motor 3. doing.

The motor 3 rotationally drives the rear wheels 8 by the electric power supplied from the fuel cell 2 or the secondary battery 16. The fuel cell motorcycle 1 obtains propulsive force by a rear wheel 8 that is rotationally driven. The motor 3 is housed in the rear part of the swing arm 9 and is arranged coaxially with the axle of the rear wheel 8. The motor 3 is integrally assembled with the swing arm 9 to form a unit swing type swing arm.

The inverter 18 is housed in the front portion of the swing arm 9 and is arranged between the pivot shaft 26 and the motor 3. The inverter 18 converts the DC power output by the power management device 17 into three-phase AC power, changes the frequency of the AC power, and adjusts the rotation speed of the motor 3.

The rear wheel 8 is supported by an axle (not shown) to which a driving force is transmitted from the motor 3. The rear wheel 8 is a driving wheel.

The fuel cell 2 generates electricity by reacting the fuel with an oxidizing agent. The fuel cell 2 uses high-pressure gas, for example, hydrogen gas as fuel, and oxygen in the air as an oxidant to generate electricity. The fuel cell 2 is an air-cooled fuel cell system that is cooled by air.

The fuel cell 2 is arranged on the latter half side of the device mounting area 37. The fuel cell 2 is arranged from the inclined portion between the first half portion 13a and the second half portion 13b of the seat 13 to the lower part of the second half portion 13b. In a side view of the vehicle, the fuel cell 2 is arranged between the rear portion 13b of the seat 13 on which the passenger is seated and the rear wheels 8 and the swing arm 9.

The fuel cell 2 has a rectangular parallelepiped shape having long sides extending in the front-rear direction of the vehicle body 5. The fuel cell 2 is arranged in the equipment mounting area 37 in a posture in which the front surface where the intake port 2a is arranged faces diagonally downward in the front direction and the back surface where the exhaust port 2b is arranged faces diagonally upward in the rear direction. In other words, the fuel cell 2 is fixed to the frame 11 in a forward leaning posture in which the front side is located below the rear side. The upper portion of the fuel cell 2 is fixed to the on-board device protection frame 30, and the lower portion of the fuel cell 2 is fixed to the upper frame 25.

The fuel cell 2 includes a plurality of flat modules connected from the front side to the back side. Specifically, the fuel cell 2 has a filter (not shown), an intake shutter (not shown), a cell stack 51, a fan (not shown), and an exhaust shutter (not shown) that are stacked and connected in order from the front side. Omitted). A fuel cell control device 52 is provided on the top surface of the fuel cell 2.

The intake shutter has an air intake port 2a that can be opened and closed. The intake shutter opens and closes the intake port 2a to control the amount of air introduced into the cell stack, while closing the intake port 2a to form a circulation path for circulating air in the fuel cell 2. The exhaust shutter has an air exhaust port 2b that can be opened and closed, and closes the exhaust port 2b to form a circulation path for circulating air in the fuel cell 2. In other words, the fuel cell 2 has an intake port 2a that can be opened and closed on the front surface, and an exhaust port 2b that can be opened and closed on the back surface. The fuel cell 2 closes the intake port 2a and the exhaust port 2b to circulate the air in the fuel cell 2.

The cell stack 51 generates electricity by electrochemically reacting oxygen contained in the air sucked from the intake port 2a with the fuel (hydrogen) supplied from the fuel tank 15, and generates a wet surplus gas after the power generation.

The fan generates a suction negative pressure for sucking the air in the equipment mounting area 37 into the fuel cell 2 from the intake port 2a, while sucking excess gas from the cell stack and exhausting it from the exhaust port 2b. The flow of air flowed by the fan is used not only for power generation in the cell stack 51 but also for cooling the fuel cell 2.

An exhaust duct 53 is provided behind the fuel cell 2. The fan of the fuel cell 2 sucks excess gas from the cell stack 51 and exhausts it to the exhaust duct 53. The front end portion of the exhaust duct 53 is airtightly connected to the box body of the fuel cell 2 (specifically, the frame body of the exhaust shutter). The exhaust duct 53 has an exhaust port 53a that is opened toward the rear lower side at the rear end of the vehicle body 5, and an exhaust port 53b that is opened toward the rear upper side. The exhaust duct 53 guides the exhaust (surplus gas) discharged from the fan of the fuel cell 2 to the exhaust port 53a and discharges it to the rear of the vehicle body 5.

The exhaust port 53a of the exhaust duct 53 is located above the exhaust surface (rear surface) of the fuel cell 2, preferably at the rear upper end of the exhaust duct 53. In other words, the upper edge portion of the exhaust port 53a is arranged at a position higher than the exhaust port of the fuel cell 2. The exhaust duct 53 has an exhaust port 53a arranged above the exhaust surface (rear surface) of the fuel cell 2, so that wet excess gas containing unreacted hydrogen gas is guided to the exhaust port 53a from the vehicle body 5. It can be exhausted reliably.

The fuel tank 15 is a high pressure compressed hydrogen storage system. The fuel tank 15 integrally includes a pressure vessel 55, a fuel filling joint 57 having a fuel filling port 56, a fuel filling source valve 58, a shutoff valve (not shown), and a regulator (not shown). It includes a main valve 59 and a secondary pressure reducing valve (not shown).

The pressure vessel 55 is an aluminum liner composite vessel that stores hydrogen gas as a fuel for the fuel cell 2. The fuel tank 15 stores, for example, about 70 MPa of hydrogen gas. The pressure vessel 55 has a cylindrical body portion and a dome-shaped end plate provided on the front and rear end faces of the body portion. The pressure vessel 55 is arranged in the center tunnel region 36. The pressure vessel 55 directs the center line of the cylindrical body in the front-rear direction of the vehicle body 5. The pressure vessel 55 is surrounded by a pair of upper frames 25, a pair of lower frames 24, a lower bridge frame 28, and a guard frame 29. As a result, the pressure vessel 55 is robustly protected against a load due to a fall or collision of the fuel cell motorcycle 1.

Further, the pressure vessel 55 includes an upper frame 25 arranged on one side of the vehicle body 5, for example, an upper frame 25 arranged on the right side of the vehicle body 5, and a lower portion arranged on the other side of the vehicle body 5. It is supported in the center tunnel region 36 by a clamp band 61 erected between a frame 24, for example, a lower frame 24 arranged on the left side of the vehicle body 5. The pressure vessel 55 is placed on a lower clamp band (lower half of the clamp band 61) erected between the upper frame 25 on the right side and the lower frame 24 on the left side, and the upper clamp band (upper half of the clamp band 61). It is tightened with a part) and is sandwiched between the lower clamp band and the upper clamp band. The clamp band 61 may be installed between the upper frame 25 arranged on the left side of the vehicle body 5 and the lower frame 24 arranged on the right side of the vehicle body 5.

The fuel filling joint 57 is located outside the center tunnel region 36, specifically above the rear of the center tunnel region 36, and at the front end of the equipment mounting region 37. The fuel filling joint 57 is arranged above or directly above the secondary battery 16. The fuel filling joint 57 is fixed to the joint bracket 30f of the mounted device protection frame 30. The fuel filling joint 57 extends upward and slightly to the left of the vehicle body 5 so that the joint on the equipment side can be inserted from above the vehicle body and from the left side when filling fuel. The fuel filling joint 57 is covered by a fuel filling port lid 62 provided at the front end of the seat 13. The fuel filling port lid 62 is swingably supported by the seat 13 via a hinge mechanism (not shown). The fuel filling port lid 62 is opened and closed by swinging. The fuel filling joint 57 has a fuel filling port 56 that guides fuel into the fuel tank 15.

The fuel filling port 56 is arranged at the top of the fuel filling joint 57. Further, the fuel filling port 56 faces the upper left side of the vehicle body 5. When the fuel tank 15 is filled with fuel, the upper part of the fuel filling port 56 is open to the atmosphere with the fuel filling port lid 62 open. Therefore, when the fuel tank 15 is filled with high-pressure gas (fuel, hydrogen gas), even if the high-pressure gas (fuel, hydrogen gas) leaks, the leaked fuel does not stay and diffuses above the fuel cell motorcycle 1. ..

The fuel filling source valve 58 and the fuel supply source valve 59 are integrated and incorporated in the tank valve 63. The tank valve 63 is provided on the top of the end plate on the rear side of the pressure vessel 55. The tank valve 63 is arranged in a space surrounded by the guard frame 29. The fuel supply source valve 59 includes a shutoff valve (not shown) and a primary pressure reducing valve (not shown). The shutoff valve of the fuel filling source valve 58 and the fuel supply source valve 59 is an on-off valve using a solenoid valve. The primary pressure reducing valve and the secondary pressure reducing valve of the fuel supply source valve 59 are adjusted by sequentially reducing the pressure of the high pressure fuel gas from the pressure vessel 55.

The secondary battery 16 is a box-shaped lithium ion battery. The secondary battery 16 is the front end portion of the device mounting area 37, and is arranged in the latter half portion of the pressure vessel 55, that is, the latter half portion of the cylindrical body, and between the end plate on the rear side and the front half portion 13a of the seat 13. There is.

In addition to the secondary battery 16, the fuel cell motorcycle 1 is a secondary battery (not shown) that supplies, for example, 12V power as a power source for meters (not shown) and lamps (not shown). ) Is provided. The secondary secondary battery is arranged around the head pipe 21, for example, on the right side side of the head pipe 21.

Further, even if hydrogen gas as fuel leaks from the fuel filling port 56, hydrogen gas lighter than air rises and diffuses to the outside of the vehicle without staying in the vehicle. Further, even if hydrogen gas as fuel leaks from the fuel filling source valve 58 or the fuel supply source valve 59, the hydrogen gas moves toward the tire house region 38 and diffuses to the outside of the vehicle without staying in the vehicle. ..

The power management device 17 is arranged between the secondary battery 16 and the fuel cell 2 in the device mounting area 37. The power management device 17 is fixed to the frame 11. The power management device 17 may be arranged in the same waterproof case as the secondary battery 16.

In the fuel cell two-wheeled vehicle 1, by arranging the secondary battery 16, the power management device 17, and the fuel cell 2 as described above, it is possible to arrange the devices having an adjacent electrical connection relationship as close to each other as possible. Is. As a result, the wiring length between the devices is short, and the weight of the wiring is reduced.

The vehicle controller 19 is arranged around the head pipe 21 which is a relatively high place in the fuel cell motorcycle 1, for example, on the left side side of the head pipe 21 which is on the opposite side of the secondary secondary battery.

Next, start control, stop control, and pause control of the fuel cell 2 of the fuel cell motorcycle 1 will be described.

FIG. 4 is a block diagram relating to start control, stop control, and pause control of the fuel cell among the fuel cell vehicles according to the embodiment of the present invention.

As shown in FIG. 4, the system 69 related to the start control, stop control, and pause control of the fuel cell 2 of the fuel cell motorcycle 1 according to the present embodiment is a fuel that generates electricity by reacting the fuel with oxygen in the air. The battery 2, the motor 3 driven by the electric power supplied from the fuel cell 2, the rear wheel 8 driven by the motor 3, the first switch 71 requesting the start of the fuel cell 2, and the motor from the fuel cell 2. It includes a second switch 72 requesting the start of power supply to 3 and a vehicle controller 19.

Here, the first switch 71 is a start request switch for the fuel cell motorcycle 1, and the second switch 72 is a travel request switch for the fuel cell motorcycle 1. If the first switch 71 is a start request switch (main switch) for activating the system of the fuel cell motorcycle 1, the start of the fuel cell 2 can be started at an early stage.

The system 69 also includes a third switch 73 that requests that the power supply from the fuel cell 2 to the motor 3 be stopped. The third switch 73 is a switch that prohibits the running of the fuel cell motorcycle 1 (prohibits the generation of driving force).

Further, the system 69 includes an accelerator sensor 76 that detects the amount of operation of the right-hand drive grip 75.

A power management device 17 and an inverter 18 are interposed between the fuel cell 2 and the motor 3. Further, the fuel cell 2 includes a relay 78 that opens and closes an electric circuit between the fuel cell 2 and the power management device 17. The relay 78 is opened and closed controlled by the fuel cell control device 52 of the fuel cell 2.

The secondary battery 16 assists the fuel cell 2 when a large amount of electric power is required to drive the motor 3, such as when the fuel cell two-wheeled vehicle 1 is suddenly accelerated. Further, the secondary battery 16 drives the motor 3 instead of the fuel cell 2 so that the fuel cell 2 can take an evacuation action when the fuel cell 2 cannot generate electricity for some reason.

The first switch 71 is a so-called ignition key. The first switch 71 is turned on (on) by inserting a matching key (not shown) and turning the key, and turned off (turning off) by turning the key in the opposite direction. The key can be inserted and removed with the first switch 71 turned off. The first switch 71 is electrically connected to the vehicle controller 19. Information on turning on and off the first switch 71 is input to the vehicle controller 19.

The second switch 72 is a so-called push button. The second switch 72 may be turned on (on) when pressed and turned off (off) when pressed again, or it may be turned on when pressed and fixed in the pushed state, and turned off when pressed again. It may be the one that returns. The second switch 72 does not need to hold the state as long as the operation information can be input. The second switch 72 is electrically connected to the vehicle controller 19. The on / off information of the second switch 72, or the information on the operation is input to the vehicle controller 19.

The third switch 73 includes, for example, a stop command switch 81, a center stand switch 82, and a side stand switch 83. The on (on) state of the third switch 73 is established by at least one on (on) of the stop command switch 81, the center stand switch 82, and the side stand switch 83. On the other hand, the off (off) state of the third switch 73 is established by all off (off) of the stop command switch 81, the center stand switch 82, and the side stand switch 83. In other words, the stop command switch 81, the center stand switch 82, and the side stand switch 83 form a disjunction circuit (OR circuit).

The stop command switch 81 may be turned on (on) when pressed and turned off (off) when pressed again, or it may be turned on (on) when pressed and fixed in the pushed state, and then pressed again. It may be turned off (cut) and returned. The stop command switch 81 does not need to hold the state as long as the operation information can be input. The stop command switch 81 is electrically connected to the vehicle controller 19. The on / off information of the stop command switch 81, or the information on the operation is input to the vehicle controller 19.

The center stand switch 82 is turned on (on) when the center stand 35 is upright, and turned off (off) when the center stand 35 is retracted. The center stand switch 82 is electrically connected to the vehicle controller 19. Information on turning on and off the center stand switch 82 is input to the vehicle controller 19. The on / off information of the center stand switch 82 is information indicating the state of the center stand 35.

The side stand switch 83 is turned on (on) when the side stand 34 is upright, and turned off (turned off) when the side stand 34 is retracted. The side stand switch 83 is electrically connected to the vehicle controller 19. Information on turning on and off the side stand switch 83 is input to the vehicle controller 19. The on / off information of the side stand switch 83 is information indicating the state of the side stand 34.

The stop command switch 81 is preferably a position-holding type switch (alternate switch, push lock switch) that turns on and off each time it is pressed. The center stand switch 82 and the side stand switch 83 are preferably automatic reset type switches (momentary switch, push switch) that are turned on (on) only while they are pressed.

The first switch 71, the second switch 72, and the stop command switch 81 of the third switch 73 are located near the instruments (not shown) provided at the base (handle post) of the handle 45, or on either the left or right handle grip. It is provided in the vicinity. The first switch 71, the second switch 72, and the stop command switch 81 of the third switch 73 may be arranged together or may be arranged at different places.

Further, the system 69 includes a notification unit 85 for notifying whether or not the fuel cell 2 has completed the start-up, that is, whether or not the fuel cell 2 can output enough electric power to drive the fuel cell motorcycle 1. Is also good. For example, it is preferable that the notification unit 85 that visually notifies information, such as a monitor or a lamp, is included in instruments (not shown) provided at the base (handle post) of the handle 45.

Next, start control, stop control, and pause control of the fuel cell 2 by the system 69 will be described.

FIG. 5 is a flowchart of start control, stop control, and pause control of the fuel cell vehicle according to the embodiment of the present invention.

As shown in FIG. 5, the vehicle controller 19 of the fuel cell motorcycle 1 according to the present embodiment activates the fuel cell 2 when the first switch 71 is operated, while supplying electric power from the fuel cell 2 to the motor 3. Forbidden, and when the second switch 72 is operated after the fuel cell 2 completes the start-up and reaches a state where electric power for traveling can be generated, the fuel cell 2 allows the electric power to be supplied to the motor 3.

That is, the vehicle controller 19 prohibits the supply of power from the fuel cell 2 to the motor 3 and invalidates the operation of the second switch 72 until the operating state of the fuel cell 2 becomes the runnable power generation state of the fuel cell motorcycle 1. At the same time, the notification unit 85 notifies the user that the operation preparation of the fuel cell 2 has not been completed yet.

Further, the vehicle controller 19 prohibits the supply of electric power from the fuel cell 2 to the motor 3 when the third switch 73 is operated in the on state or the third switch 73 is in the on state.

Furthermore, the vehicle controller 19 determines whether or not the fuel cell motorcycle 1 is in a state in which the fuel cell motorcycle 1 can travel from the open / closed state of the third switch 73, and the fuel cell motorcycle 1 travels from the opened / closed state of the third switch 73. After determining that it is in a possible state, the power supply from the fuel cell 2 to the motor 3 is prohibited until the second switch 72 is operated, and when the second switch 72 is operated, the fuel cell 2 is sent to the motor 3. Allow power supply.

That is, after the vehicle controller 19 determines that the fuel cell 2 is in a power generation state in which the fuel cell two-wheeled vehicle 1 can run, and the fuel cell two-wheeled vehicle 1 is in a runnable state from the open / closed state of the third switch 73, the second switch 72 is released. When operated, it allows power to be supplied from the fuel cell 2 to the motor 3.

As shown in FIG. 5, when the first switch 71 is turned on (step S1), the vehicle controller 19 according to the present embodiment transmits to that effect to the fuel cell control device 52. The fuel cell control device 52 transitions to the traveling start mode of the traveling phase, starts the activation of the fuel cell 2 (step S2), prohibits the power supply from the fuel cell 2 to the motor 3 (step S3), and causes the first step. (2) The switch 72 is invalidated (step S4). After the start of the fuel cell 2 is completed (step S5 Yes), the fuel cell control device 52 closes the relay 78 connecting the fuel cell 2 and the power management device 17 (step S6), and puts the fuel cell 2 in the running start waiting mode. To transition to.

Here, the completion of the start-up of the fuel cell 2 means that the fuel cell 2 is in a state where the motor 3 can be driven to stably output a voltage capable of driving the fuel cell motorcycle 1. Further, disabling the second switch 72 means discarding the operation of the second switch 72 to turn it off and ignoring the subsequent operation.

The vehicle controller 19 activates the second switch 72 when the fuel cell 2 shifts to the traveling start waiting mode (step S7). The activation of the second switch 72 is to adopt and accept the operation of the second switch 72. At this time, the user may be notified that the start of the fuel cell 2 is completed and the mode has changed to the running start waiting mode in which the fuel cell 2 can run.

Next, the vehicle controller 19 confirms the operating state of the third switch 73 (step S8). The vehicle controller 19 repeats checking the operating state of the third switch 73 until the third switch 73 is turned off (step S8 No.). The off state of the third switch 73 is established by turning off all of the stop command switch 81, the center stand switch 82, and the side stand switch 83. In other words, the off state of the third switch 73 is established when the stop command switch 81 is in the off state and the center stand 35 and the side stand 34 are stored. This is to determine whether or not the fuel cell motorcycle 1 is in a state where it can run.

In the condition determination in step S8, the vehicle controller 19 has the condition that the third switch 73 is off, the operation amount (throttle opening) of the right steering wheel grip 75 is 0%, and the fuel filling port lid 62. May be added to the condition that is closed. In this case, the fuel filling port lid 62 is provided with a sensor for detecting opening / closing, for example, a micro switch (not shown). The detection result of the micro switch is output to the vehicle controller 19. By adding these conditions, the unintended behavior of the fuel cell motorcycle 1 is suppressed and the safety is improved.

Next, the vehicle controller 19 confirms the operating state of the second switch 72 (step S9). That is, the user's request to start running is confirmed. When the second switch 72 is turned on (step S9 Yes), the vehicle controller 19 transmits to that effect to the fuel cell control device 52. The fuel cell control device 52 shifts the fuel cell 2 to the traveling mode and permits power supply from the fuel cell 2 to the motor 3 (step S10).

The fuel cell 2 in the traveling mode supplies electric power to the motor 3 based on the amount of operation of the right-hand drive grip 75, that is, the detection result of the accelerator sensor 76. Further, the fuel cell 2 in the traveling mode confirms the operating state of the third switch 73 (step S11). When the third switch 73 is turned on (step S11 Yes), the vehicle controller 19 transmits to that effect to the fuel cell control device 52. That is, when the fuel cell control device 52 confirms the user's request for the end of traveling by the third switch 73, the fuel cell control device 52 prohibits the power supply from the fuel cell 2 to the motor 3 (step S12), and puts the fuel cell 2 in the traveling start waiting mode. And return to step S8.

The vehicle controller 19 determines whether or not the fuel cell motorcycle 1 is in a state in which it can travel according to the conditions of steps S8 and S11. When the conditions of step S8 or step S11 are satisfied, the vehicle controller 19 determines that the fuel cell motorcycle 1 is in a state in which it can travel. When the condition of step S8 or step S11 is not satisfied, the vehicle controller 19 determines that the fuel cell motorcycle 1 is in a non-travelable state.

The vehicle controller 19 determines the user's intention to travel according to the conditions of step S9 and step S11. When the condition of step S9 is satisfied, the vehicle controller 19 determines that the user is requesting traveling. When the condition of step S11 is not satisfied, the vehicle controller 19 determines that the user has not requested traveling.

The prohibition of power supply from the fuel cell 2 to the motor 3 may invalidate the detection result of the accelerator sensor 76 of the right-hand drive grip 75, discard the operation of the right-hand drive grip 75, and ignore it. Further, the prohibition of power supply from the fuel cell 2 to the motor 3 may be caused by opening the relay 78 between the fuel cell 2 and the power management device 17, that is, cutting the electric circuit.

Further, permission to supply electric power from the fuel cell 2 to the motor 3 is to enable the detection result of the accelerator sensor 76 of the right-hand drive grip 75, adopt and accept the operation of the right-hand drive grip 75. The permission to supply electric power from the fuel cell 2 to the motor 3 may be permitted by closing the relay 78 between the fuel cell 2 and the electric power management device 17, that is, connecting the electric circuit.

Further, the start control, stop control, and pause control of the fuel cell 2 may be performed by the fuel cell control device 52 or the power management device 17 instead of the vehicle controller 19.

In the start control, stop control, and pause control of the fuel cell 2, when the first switch 71 is turned off at any of the processing time points, the stop processing is started to stop the fuel cell 2. Further, in the start control, stop control, and pause control of the fuel cell 2, the second switch 72 is turned on within a predetermined time (for example, 15 minutes) after the first switch 71 is turned on (step S1 Yes). If not, the fuel cell 2 is stopped. The start control, stop control, and pause control of the fuel cell 2 may be extended when an operation other than the operation for the second switch 72 is input. That is, the start control, stop control, and pause control of the fuel cell 2 stop the fuel cell 2 if the fuel cell 2 is left unattended without being input by the user. Further, in the start control, stop control, and pause control of the fuel cell 2, not only the fuel cell 2 but also all the power sources of the fuel cell motorcycle 1 may be stopped after a predetermined time has elapsed. By doing so, the start control, stop control, and pause control of the fuel cell 2 can suppress unnecessary power consumption.

In the start control, stop control, and pause control of the fuel cell 2, the right handle grip 75 is operated by a predetermined second time (for example, 15 minutes) after the second switch 72 is turned on (step S9 Yes). If not, the fuel cell 2 is stopped. As a result, the behavior of the fuel cell motorcycle 1 unintended by the user is suppressed, and the safety is improved.

The fuel cell motorcycle 1 according to the present embodiment activates the fuel cell 2 when the first switch 71 is operated, while prohibiting the supply of electric power from the fuel cell 2 to the motor 3, and after the fuel cell 2 is activated. When the second switch 72 is operated, the fuel cell 2 is allowed to supply electric power to the motor 3. Therefore, when the passenger intends to run the fuel cell motorcycle 1, the fuel cell motorcycle 1 starts the fuel cell 2 at an early stage by the operation of the first switch 71 which is performed first. Further, the fuel cell two-wheeled vehicle 1 prevents the output of a large amount of electric power (for example, the electric power required to run the fuel cell two-wheeled vehicle 1) in the starting process of the fuel cell 2 (state before the completion of starting), and deteriorates the fuel cell 2. And damage can be suppressed.

Further, in the fuel cell motorcycle 1 according to the present embodiment, the fuel cell 2 is transferred to the motor 3 until the output voltage (output) of the fuel cell 2 reaches the travelable voltage (travelable output state) of the fuel cell motorcycle 1. The power supply is prohibited and the operation of the second switch 72 is ignored. Therefore, the fuel cell motorcycle 1 makes the passenger know the state of the fuel cell 2, that is, the fuel cell 2 is in the starting process. Further, the fuel cell two-wheeled vehicle 1 can prevent the output of a large amount of electric power (for example, the electric power required to run the fuel cell two-wheeled vehicle 1) in the starting process of the fuel cell 2, and suppress deterioration or damage of the fuel cell 2. it can.

Further, the fuel cell motorcycle 1 according to the present embodiment prohibits the supply of electric power from the fuel cell 2 to the motor 3 when the third switch 73 is operated. Therefore, the fuel cell motorcycle 1 is prohibited from traveling when it is in an inappropriate state for traveling or when the driver does not want to travel, and thus the safety is improved. Further, the fuel cell motorcycle 1 is prevented from being left in a state where the power supply from the fuel cell 2 to the motor 3 is permitted. In other words, the fuel cell motorcycle 1 prohibits the supply of electric power from the fuel cell 2 to the motor 3 when the passenger leaves the vehicle without any operation, and prevents the vehicle from traveling unintentionally. Further, in the fuel cell motorcycle 1, the operation of the right handle grip 75 by the user who forgets that the power supply from the fuel cell 2 to the motor 3 is permitted, and the right by a third party who does not know the state of the vehicle. Unintended driving is prohibited by operating the handle grip 75.

By the way, the fuel cell motorcycle 1 has a smaller body than a forklift. Therefore, the fuel cell two-wheeled vehicle 1 is provided with a hybrid power source in which the fuel cell 2 and the secondary battery 16 as an auxiliary battery are combined, but the capacity for mounting the secondary battery 16 is limited. That is, it is difficult for the fuel cell motorcycle 1 to secure a sufficient battery capacity for the secondary battery 16, and the capacity must be small. Then, in the secondary battery 16, in addition to the electric power (auxiliary electric power) required for driving the vehicle auxiliary electric power (for example, a lighting device, a controller, a meter display, etc.), the auxiliary electric power of the fuel cell 2 (the controller of the fuel cell 2) Power supply) to cover the load. Therefore, if the secondary battery 16 continues to supply auxiliary power only from the small capacity secondary battery 16 without the output of the fuel cell 2 after the first switch 71 is turned on, the secondary battery 16 runs out of charge (battery exhaustion). To reach.

Therefore, the fuel cell motorcycle 1 according to the present embodiment prohibits the supply of electric power from the fuel cell 2 to the motor 3 without stopping the fuel cell 2 when the third switch 73 is operated. Therefore, the fuel cell two-wheeled vehicle 1 can prohibit only the running of the vehicle without stopping the power generation of the fuel cell 2, avoids frequent repetition of starting and stopping the fuel cell 2, and deteriorates the fuel cell 2. It is possible to maintain the stopped state of the fuel cell two-wheeled vehicle 1 safely while preventing the above, and to avoid running out of charge of the secondary battery 16.

Furthermore, the fuel cell two-wheeled vehicle 1 according to the present embodiment determines whether or not the fuel cell two-wheeled vehicle 1 is in a runnable state from the open / closed state of the third switch 73, and from the open / closed state of the third switch 73. After determining that the fuel cell motorcycle 1 is in a state where it can run, the power supply from the fuel cell 2 to the motor 3 is prohibited until the second switch 72 is operated, and when the second switch 72 is operated, the fuel cell Allows power supply from 2 to motor 3. Therefore, the fuel cell motorcycle 1 prevents the generation of an unintended driving force of the passenger, and enables the vehicle to travel in a manner that reflects the intention of the passenger. Further, the fuel cell motorcycle 1 can start and stop the fuel cell 2 separately from traveling.

Therefore, according to the fuel cell two-wheeled vehicle 1 according to the present invention, it is possible to prevent the fuel cell 2 from outputting a large amount of electric power without being completed, and to reduce the risk of deterioration and damage of the fuel cell 2.

1 ... Fuel cell vehicle, 2 ... Fuel cell, 2a ... Intake port, 2b ... Exhaust port, 3 ... Motor, 5 ... Body, 6 ... Front wheel, 7 ... Steering mechanism, 8 ... Rear wheel, 9 ... Swing arm, 11 ... Frame, 12 ... exterior, 13 ... seat, 13a ... first half, 13b ... second half, 13c ... inclined part, 15 ... fuel tank, 16 ... secondary battery, 17 ... power management device, 18 ... inverter, 19 ... vehicle controller , 21 ... Head pipe, 22 ... Upper down frame, 23 ... Lower down frame, 24 ... Lower frame, 25 ... Upper frame, 26 ... Pivot shaft, 26a ... Bracket, 27 ... Upper bridge frame, 28 ... Lower bridge frame, 29 ... Guard frame, 30 ... Mounted equipment protection frame, 30f ... Joint bracket, 31 ... Head pipe near bridge frame, 32 ... Footboard, 32a ... Footrest bracket, 33 ... Side stand bracket, 34 ... Side stand, 35 ... Center stand, 36 ... Center tunnel area, 37 ... Equipment mounting area, 38 ... Tire house area, 39 ... Rear fender, 41 ... Front leg shield cover, 42 ... Front frame cover, 43 ... Frame cover, 45 ... Handle, 46 ... Front fork, 47 ... Front fender, 48 ... rear suspension, 51 ... cell stack, 52 ... fuel cell controller, 53 ... exhaust duct, 53a ... exhaust port, 53b ... exhaust port, 55 ... pressure vessel, 56 ... fuel filling port, 57 ... fuel filling Joint, 58 ... Fuel filling source valve, 59 ... Fuel supply source valve, 59a ... Shutoff valve, 59b ... Pressure reducing valve, 61 ... Clamp band, 62 ... Fuel filling port lid, 63 ... Tank valve, 69 ... System, 71 ... 1st switch, 72 ... 2nd switch, 73 ... 3rd switch, 75 ... Right handle grip, 76 ... Accelerator sensor, 78 ... Relay, 81 ... Stop command switch, 82 ... Center stand switch, 83 ... Side stand switch, 85 … Notification unit.

Claims (3)

A fuel cell that generates electricity by reacting fuel with oxygen in the air,
An electric motor driven by the electric power supplied from the fuel cell and
The drive wheels driven by the electric motor and
The first switch that requires the start of the fuel cell and
A second switch that requests the start of power supply from the fuel cell to the electric motor,
When the first switch is operated, the fuel cell is activated, while power supply from the fuel cell to the electric motor is prohibited, and when the second switch is operated after the fuel cell is activated, the fuel is operated. It is equipped with a control unit that allows power to be supplied from the battery to the electric motor.
Wherein the control unit, until the output voltage of the fuel cell is travelable voltage of the fuel cell motorcycle, prohibits the power supply to the motor from the fuel cell, and fuel cell that ignore the operation of the second switch Two-wheeled vehicle. A third switch that requests the suspension of power supply from the fuel cell to the electric motor is provided.
The fuel cell motorcycle according to claim 1, wherein the control unit prohibits the supply of electric power from the fuel cell to the electric motor when the third switch is operated. The control unit determines whether or not the fuel cell two-wheeled vehicle is in a runnable state from the open / closed state of the third switch, and is in a state in which the fuel cell two-wheeled vehicle can run from the open / closed state of the third switch. After determining that, the power supply from the fuel cell to the electric motor is prohibited until the second switch is operated, and when the second switch is operated, the power supply from the fuel cell to the electric motor is supplied. The fuel cell two-wheeled vehicle according to claim 2, which is permitted.

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