WO2010137147A1 - 燃料電池システムおよび車両 - Google Patents
燃料電池システムおよび車両 Download PDFInfo
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- WO2010137147A1 WO2010137147A1 PCT/JP2009/059774 JP2009059774W WO2010137147A1 WO 2010137147 A1 WO2010137147 A1 WO 2010137147A1 JP 2009059774 W JP2009059774 W JP 2009059774W WO 2010137147 A1 WO2010137147 A1 WO 2010137147A1
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- fuel cell
- vehicle
- converter
- cell unit
- impact
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
- B60L50/71—Arrangement of fuel cells within vehicles specially adapted for electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
- B60L50/72—Constructional details of fuel cells specially adapted for electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
- B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/157—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body for side impacts
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
- B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
- B60K2001/0422—Arrangement under the front seats
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M16/00—Structural combinations of different types of electrochemical generators
- H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
- H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
- H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Definitions
- the present invention relates to a vehicle equipped with a fuel cell system, and more particularly to a mounting structure of fuel cell related devices such as a fuel cell and a DC / DC converter.
- a vehicle (hereinafter also referred to as a “fuel cell vehicle”) that is configured to travel by supplying electric power from a fuel cell system and driving a vehicle driving motor has been developed.
- a fuel cell vehicle the safety of a collision is ensured by disposing the constituent members of the fuel cell system at the lower part of the floor in the center of the vehicle.
- Japanese Patent Laid-Open No. 2007-15616 discloses a fuel cell stack and an air discharge auxiliary machine or a hydrogen supply auxiliary machine that is an auxiliary machine of the fuel cell in a center tunnel formed under the center console extending in the longitudinal direction of the vehicle.
- a fuel cell vehicle housed in a line-up is disclosed (Patent Document 2).
- Japanese Patent Application Laid-Open No. 2007-015612 discloses a frame structure including a pair of left and right center frames provided to support the center console and a pair of left and right side frames provided on the outer side in the vehicle width direction of the center frame. It is disclosed. It is disclosed that a fuel cell stack is housed in a center console and a DC-DC converter is housed in a region in the vehicle width direction between the center frame and the side frame (Patent Document 3).
- DC-DC converters that increase or decrease the output voltage of a fuel cell are disclosed in, for example, Japanese Patent Application Laid-Open Nos. 2007-209161 and 2007-318938 (Patent Documents 4 and 5). ).
- the mounting structure in the above-described conventional technology has not been configured to ensure the safety of the fuel cell system when a collision impact is applied.
- a DC-DC converter or other related device of the fuel cell is short-circuited before the fuel cell, or the direction in which the impact of the collision is changed is directly applied to the fuel cell. It is necessary to prevent impact.
- Patent Document 1 and Patent Document 2 disclose the arrangement of auxiliary devices of the fuel cell, they did not disclose the arrangement of related devices such as a DC-DC converter.
- the DC-DC converters described in Patent Document 4 and Patent Document 5 are peripheral devices provided close to the fuel cell. Therefore, if the installation structure is incomplete, the DC-DC converter is pushed into the fuel cell by an impact at the time of a vehicle collision. This could cause fuel gas leakage.
- an object of the present invention is to provide a fuel cell system mounting structure capable of suppressing the collision of related devices with the fuel cell while suppressing an increase in vehicle weight.
- a fuel cell system of the present invention that solves the above-mentioned problems is a fuel cell system mounted on a vehicle, a fuel cell unit in which the fuel cell is housed, and a fuel cell unit that is electrically connected to and adjacent to the fuel cell unit. And the related device is arranged at a position closer to the outer surface of the vehicle than the fuel cell unit.
- the related device is arranged closer to the outer surface of the vehicle than the fuel cell unit. Therefore, when a collision impact is applied from the outer surface, the related device is first impacted and the electrical system is short-circuited. Is done. Therefore, even if fuel gas leaks from the fuel cell unit, safety can be improved because the electrical system is already short-circuited.
- the present invention may have the following features as desired.
- the vehicle may include a passenger compartment provided with a central raised portion, and the related device may be disposed below the central raised portion.
- the related device is arranged on the lower surface of the central raised portion which is a dead space of the passenger compartment, it is possible to shorten the connection wiring with the fuel cell while effectively using the space.
- the related device may be provided with an inclined portion on the outer surface side of the vehicle.
- the inclined portion may be formed by a partial shape of the housing of the related device.
- the impact of the collision can be reduced by the shape of the related device, and there is no need to use other members.
- the inclined portion may be formed by an impact suppressing member attached to the related device.
- the related device may be arranged on an inclined surface.
- the related device when a collision impact is applied, moves in the direction of the inclined line from the inclined surface and does not move in the direction of the fuel cell unit, so that the related device directly contacts the fuel cell unit. Can be prevented.
- the fuel cell unit may have a branch shape that branches in two directions, and the related device may be disposed between the branch shapes of the fuel cell unit.
- the related device is disposed between the branched shapes of the fuel cell unit, so that it immediately contacts the fuel cell unit and is damaged. There is nothing.
- a buffer member may be provided on one side or both sides of the branched shape of the related device and the fuel cell unit on the side where the related device and the fuel cell face each other.
- the related device since the related device is disposed closer to the outer surface of the vehicle than the fuel cell unit, when a collision impact is applied from the outer surface, the related device is first subjected to the impact, The system is short-circuited and safety can be improved.
- FIG. 1 is a system configuration diagram of a fuel cell system according to an embodiment of the present invention.
- 2 is a perspective view of a fuel cell assembly and a converter assembly in Embodiment 1.
- FIG. FIG. 3 is a top perspective view illustrating the structure of the converter assembly according to the first embodiment.
- FIG. 3 is a bottom perspective view illustrating the structure of the converter assembly in the first embodiment.
- FIG. 11A is a plan view for explaining the positional relationship between a DC-DC converter and a fuel cell unit according to Embodiment 3.
- FIG. 11A shows a non-collision
- FIG. 11B shows the movement of the DC-DC converter due to the impact of the collision.
- FIG. 11A The vehicle front view explaining arrangement
- the vehicle front schematic diagram which shows the effect
- Vehicle A structure that can move using the power generated by the fuel cell, regardless of the principle of movement.
- a mode car or railroad
- a mode aircraft, ship, submarine, etc.
- a mode aircraft, ship, submarine, etc.
- Front Refers to the side that travels when the vehicle is shifted to driving (driving), and is also referred to as “forward” or “front”.
- Rear Refers to the direction of travel when the vehicle is shifted back (back), and is also referred to as “rear direction” or “rear side”.
- Horizontal A horizontal direction in the horizontal plane with respect to the front direction or the rear direction, also referred to as “lateral direction” or “width direction”.
- Up The direction perpendicular to the running surface (also referred to as “height direction”) relative to the running surface of the vehicle (upward in the side view and front view in FIG. 2) is “upward” or “upper”.
- the downward direction (the road surface direction of the vehicle 100, the downward direction of the side view and the front view of FIG. 2) is referred to as “downward” or “lower side”.
- “Related device” A constituent element other than the fuel cell that constitutes the fuel cell system, regardless of its type. “Related devices” include converters, auxiliary inverters, vehicle running inverters, cooling pumps, drive pumps, compressors, batteries, and the like. “Adjacent”: means that the distance between the fuel cell and the related device is short, but the distance is not limited. However, this is the distance at which the related apparatus can physically affect the fuel cell when a collision impact is applied without applying the present invention. “Vehicle outer surface”: includes a front surface and a rear surface serving as outer surfaces in the front-rear direction of the vehicle, and a right side surface and a left side surface serving as outer surfaces in the width direction of the vehicle.
- “Position close to the outer surface of the vehicle” The distance between the geometric center of the fuel cell unit or related device and the outer surface of the vehicle in plan view. When the vehicle has a plurality of outer surfaces, it means the distance between any one of them and the geometric center.
- Embodiment 1 of the present invention relates to a fuel cell vehicle in which a DC-DC converter, which is a related device, is arranged at a position closer to the front surface (one aspect of the outer surface) of the vehicle than the fuel cell unit.
- a DC-DC converter which is a related device
- FIG. 1 is a configuration diagram of a fuel cell system to which the present invention is applied.
- a fuel cell system 10 in FIG. 1 includes a fuel gas supply system 4, an oxidizing gas supply system 7, a coolant supply system 3, and a power system 9.
- the fuel gas supply system 4 is a system for supplying fuel gas (hydrogen gas) to the fuel cell 20.
- the oxidizing gas supply system 7 is a system for supplying oxidizing gas (air) to the fuel cell 20.
- the coolant supply system 3 is a system for cooling the fuel cell 20.
- the power system 9 is a system for charging / discharging the generated power from the fuel cell 20.
- the fuel cell 20 is a membrane / electrode junction in which an anode electrode 22 and a cathode electrode 23 are formed by screen printing or the like on both surfaces of a polymer electrolyte membrane 21 made of a proton conductive ion exchange membrane or the like formed of a fluorine resin or the like.
- a body (MEA) 24 is provided. Both surfaces of the membrane / electrode assembly 24 are sandwiched between separators (not shown) having flow paths of fuel gas, oxidizing gas, and cooling water.
- Groove-shaped anode gas channel 25 and cathode gas channel 26 are formed between the separator and anode electrode 22 and cathode electrode 23, respectively.
- the anode electrode 22 is configured by providing a fuel electrode catalyst layer on a porous support layer
- the cathode electrode 23 is configured by providing an air electrode catalyst layer on the porous support layer.
- the catalyst layers of these electrodes are configured by adhering platinum particles, for example.
- an electrochemical reaction as shown in the following formulas (1) to (3) occurs.
- the fuel cell 20 undergoes a reaction as shown in Formula (3).
- the fuel cell 20 is housed in a housing as will be described later and mounted on the vehicle in the form of a fuel cell unit.
- FIG. 1 schematically shows the structure of a unit cell including a membrane / electrode assembly 24, an anode gas channel 25, and a cathode gas channel 26.
- a stack structure in which a plurality of unit cells (cell groups) are connected in series via the separator described above is provided.
- the coolant supply system 3 of the fuel cell system 10 includes a cooling path 31, temperature sensors 32 and 35, a radiator 33, a valve 34, and a coolant pump 35.
- the cooling path 31 is a flow path for circulating the coolant.
- the temperature sensor 32 is temperature detection means for detecting the temperature of the coolant drained from the fuel cell 20.
- the radiator 33 is a heat exchanger that radiates the heat of the coolant to the outside.
- the valve 34 is a valve unit that adjusts the amount of coolant flowing into the radiator 33.
- the cooling liquid pump 35 is a driving means that pressurizes and circulates the cooling liquid by a motor (not shown).
- the temperature sensor 36 is temperature detection means for detecting the temperature of the coolant supplied to the fuel cell 20.
- the fuel gas supply system 4 of the fuel cell system 10 includes a fuel gas supply device 42, a fuel gas supply path 40, and a circulation path 51.
- the fuel gas supply device 42 is storage means for storing fuel gas (anode gas), for example, hydrogen gas.
- the fuel gas supply path 40 is a flow path means for supplying the fuel gas from the fuel gas supply apparatus 42 to the anode gas channel 25.
- the circulation path 51 is a flow path means (circulation path) for circulating the fuel off-gas exhausted from the anode gas channel 25 to the fuel gas supply path 40.
- the fuel gas supply device 42 includes, for example, a high-pressure hydrogen tank, a hydrogen storage alloy, a reformer, and the like.
- the fuel gas supply device 42 includes a first fuel gas tank 42a and a second fuel gas tank 42b.
- a main valve 43 is a shut-off valve that controls the outflow of fuel gas from the fuel gas supply device 42.
- the pressure sensor 44 is a pressure detection unit that detects a relatively high fuel gas pressure in a pipe line downstream of the main valve 43 and upstream of the ejector 45.
- the ejector 45 is an adjustment valve that adjusts the fuel gas pressure inside the circulation path 51.
- the shut-off valve 46 is valve means for controlling the presence or absence of fuel gas supply to the fuel cell 20.
- the circulation path 51 includes a shut-off valve 52, a gas-liquid separator 53, a discharge valve 54, and a hydrogen pump 55.
- the shut-off valve 52 is valve means for controlling the presence or absence of fuel off-gas supply from the fuel cell 20 to the circulation path 51.
- the gas-liquid separator 53 is a separation unit that removes moisture contained in the fuel off-gas.
- the discharge valve 54 is a valve unit that discharges moisture separated by the gas-liquid separator 53 to the outside.
- the hydrogen pump 55 includes a motor (not shown). When passing through the anode gas channel 25, the hydrogen pump 55 compresses the fuel off-gas that has suffered pressure loss to increase the pressure to an appropriate gas pressure, and returns it to the fuel gas supply path 40.
- the drive means which is a forced circulation apparatus to be made to.
- the fuel off-gas merges with the fuel gas supplied from the fuel gas supply device 42 at the junction of the fuel gas supply path 40 and the circulation path 51, and is supplied to the fuel cell 20 and reused.
- the hydrogen pump 55 is provided with a rotation speed sensor 57 that detects the rotation speed of the hydrogen pump 55 and pressure sensors 58 and 59 that detect circulation path pressures before and after the hydrogen pump 55.
- an exhaust passage 61 is branched and piped in the circulation path 51.
- the exhaust passage 61 is provided with a purge valve 63 and a diluter 62, and is an exhaust means for exhausting the fuel off-gas exhausted from the fuel cell 20 to the outside of the vehicle.
- the purge valve 63 is a valve means for controlling the exhaust of the fuel off gas. By opening and closing the purge valve 63, it is possible to discharge the fuel off-gas having increased impurity concentration due to repeated circulation in the fuel cell 20 and introduce new fuel gas to prevent the cell voltage from decreasing.
- the diluter 62 is a diluting means for diluting the fuel off gas with the oxidizing off gas to a concentration at which no oxidation reaction occurs, and is a hydrogen concentration reducing device, for example.
- an oxidizing gas supply path 71 and an oxidizing off gas discharge path 72 are connected to the oxidizing gas supply system 7 of the fuel cell system 10.
- the oxidizing gas supply path 71 is a flow path means for supplying an oxidizing gas (cathode gas) to the cathode gas channel 26.
- the oxidizing off gas discharge path 72 is a channel means for exhausting the oxidizing off gas (cathode off gas) exhausted from the cathode gas channel 26.
- an air cleaner 74 and an air compressor 75 are provided in the oxidizing gas supply path 71.
- the air cleaner 74 is intake means that takes in air from the atmosphere, filters it, and supplies it to the oxidizing gas supply path 71, and is also a filtration means.
- the air compressor 75 is driving means that compresses the taken-in air by a motor (not shown) and supplies the compressed air as an oxidizing gas to the cathode gas channel 26.
- the air compressor 75 is provided with a pressure sensor 73 that detects the air supply pressure of the air compressor 75.
- a humidifier 76 is provided between the oxidizing gas supply path 71 and the oxidizing off gas discharge path 72.
- the humidifier 76 exchanges humidity between the oxidizing gas supply path 71 and the oxidizing off-gas discharge path 72 and increases the humidity of the oxidizing gas supply path 71.
- a pressure regulating valve 77 and a muffler 65 are provided in the oxidizing off gas discharge path 72.
- the pressure regulating valve 77 is pressure regulating means that functions as a regulator that regulates the exhaust pressure of the oxidizing off gas discharge path 72.
- the muffler 65 is a silencer that absorbs the exhaust sound of the oxidizing off gas.
- the oxidizing off gas discharged from the pressure regulating valve 77 is diverted.
- One of the split off oxidant off-gas flows into the diluter 62 and is mixed and diluted with the fuel off-gas staying in the diluter 62.
- the other of the divided oxidizing off-gas is absorbed by the muffler 65, mixed with the gas mixed and diluted by the diluter 62, and discharged outside the vehicle.
- the power system 9 of the fuel cell system 10 includes a voltage sensor 84, a current sensor 86, a fuel cell DC-DC converter 90, a battery 91, a battery computer 92, an inverter 93, a vehicle travel motor 94, an inverter 95, and a high voltage auxiliary.
- a machine 96, a relay 97, and a battery DC-DC converter 98 are connected. These are the “related devices” in the present embodiment.
- a fuel cell DC-DC converter (hereinafter referred to as “FC converter”) 90 is voltage conversion means for converting a voltage between a primary side terminal and a secondary side terminal. Specifically, the output terminal of the fuel cell 20 is connected to the primary side terminal, and the inverter 93 is connected to the secondary side terminal.
- the battery DC-DC converter (hereinafter referred to as “battery converter”) 98 is also a voltage conversion means for converting a voltage between the primary side terminal and the secondary side terminal. Specifically, the primary side terminal is connected to the output terminal of the battery 91, the secondary side terminal is connected to the input terminal of the inverter 93, and is connected in parallel with the FC converter 90.
- the FC converter 90 boosts the output voltage of the fuel cell 20 connected to the primary side terminal and supplies it to the input terminal of the inverter 93 connected to the secondary side terminal.
- the battery converter 98 boosts the output voltage of the battery 91 connected to the primary side terminal and the input terminal of the inverter 93 connected to the secondary side terminal. To supply.
- surplus power is generated in the fuel cell 20
- the surplus power in the fuel cell 20 is charged to the battery 91 via the FC converter 90 and the battery converter 98.
- the regenerative power is generated by the braking operation to the vehicle travel motor 94, the regenerative power is charged to the battery 91 via the battery converter 98.
- the FC converter 90 includes a relay 97 on the secondary side terminal.
- the relay 97 maintains a conductive connection in a normal state. However, when a certain impact is applied to the FC converter 90, the relay 97 is cut off, and the secondary side terminal of the FC converter 90 is electrically disconnected from the inverter 93, the inverter 95, and the battery converter 98. It is configured.
- the secondary side terminal of the FC converter 90 is configured to be electrically connected to the input terminals of the inverter 93 and the inverter 95 and the secondary side terminal of the battery converter 98 via a power plug 283 described later. Has been.
- the battery 91 is a power storage device that charges surplus power and regenerative power as a secondary battery.
- the battery computer 92 is a monitoring unit that monitors the charging state of the battery 91.
- the inverter 93 is a DC-AC converting means that converts a DC current supplied via the FC converter 90 or the battery converter 98 into a three-phase AC current and supplies the three-phase AC current to the vehicle travel motor 94 to be driven.
- the vehicle travel motor 94 is a main drive device of the fuel cell vehicle, and is drive means driven by a three-phase alternating current from the inverter 93.
- the inverter 95 is a DC-AC converting means for supplying AC power to various high-voltage auxiliary machines 96 constituting the fuel cell system 10.
- the high voltage auxiliary machine 96 is a general term for driving means using a motor other than the vehicle running motor 94. Specifically, it represents motors such as the coolant pump 35, the hydrogen pump 55, and the air compressor 75.
- the voltage sensor 84 is voltage detection means for measuring the output voltage of the fuel cell 20
- the current sensor 86 is current detection means for measuring the output current of the fuel cell 20.
- the voltage sensor 84 and the current sensor 86 are used for detecting the output voltage and output current of the fuel cell 20.
- the vehicle travel motor 94 is provided with a rotational speed sensor 99 that detects the rotational speed of the vehicle travel motor 94.
- the vehicle travel motor 94 is mechanically coupled with a front tire 101 as a wheel through a differential, so that the rotational force of the vehicle travel motor 94 can be converted into vehicle propulsion.
- control unit 80 for controlling the entire power generation of the fuel cell system 10.
- the control unit 80 is configured by a general-purpose computer including a CPU (Central Processing Unit), a RAM, a ROM, an interface circuit, and the like (not shown).
- the control unit 80 may be configured by a single computer or a plurality of cooperating computers.
- the control unit 80 performs the following control, but is not limited thereto.
- FIG. 2 shows the arrangement of the fuel cell 20 and related devices of the fuel cell vehicle according to the first embodiment.
- FIG. 2 shows a side view (Side View), a plan view (Plan View), and a front view (Front View).
- FIG. 2 illustrates the arrangement of the fuel cell 20, the FC converter 90, the inverter 93, the vehicle travel motor 94, and the first fuel gas tank 42a among the components of the fuel cell system 10.
- a vehicle travel motor 94, an inverter 93, an FC converter 90, and a fuel cell 20 are arranged from the front side to the rear side of the vehicle 100.
- the fuel cell 20 and the FC converter 90 are disposed on the lower side (bottom surface) of the vehicle 100 partitioned by the dashboard 105.
- the fuel cell 20 is disposed at a substantially central position in the left-right direction and the front-rear direction of the vehicle in a plan view and directly below the front seat 103. Since the output terminal of the fuel cell 20 is directly connected, the FC converter 90 is disposed adjacent to the fuel cell 20 and on the front side of the fuel cell 20. That is, the FC converter 90 is disposed at a position closer to the front surface, which is one of the outer surfaces of the vehicle 100, as compared with the fuel cell 20.
- the dashboard 105 is provided with a tunnel portion 109 that is raised in the front-rear direction between the right front seat 103R and the left front seat 103L.
- the tunnel portion 109 corresponds to the “central raised portion” of the present invention.
- the FC converter 90 is accommodated in the tunnel portion 109.
- the vehicle running motor 94 is disposed near the front tire 101 and on the front side of the vehicle 100 in order to drive the front tire 101. As shown in FIG. 4, the vehicle travel motor 94 is fastened to a motor mount 130 provided on the front suspension member 112 via a mounting rubber 131.
- the inverter 93 is disposed immediately behind the vehicle travel motor 94 and above the FC converter 90 connected in parallel, so that electric power can be supplied to the vehicle travel motor 94.
- the first fuel gas tank 42 a is disposed on the rear side of the fuel cell 20 in order to supply fuel gas to the fuel cell 20.
- the fuel cell 20, the FC converter 90, the inverter 93, and the vehicle driving motor 94 are all arranged so as not to overlap when viewed from the front of the vehicle.
- three or more devices are arranged on the same straight line so as not to line up. With such an arrangement, ball collision is avoided.
- the fuel cell 20 and the FC converter 90 are substantially at the center of the vehicle 100 and on the lower side, a frame (described later) extending in the front-rear direction of the vehicle 100 and a cross member (described later) extending in the width direction of the vehicle 100 ). For this reason, in addition to the collision from the front of the vehicle 100, it is provided at a position where it is not easily broken against a collision from the lateral direction.
- the FC converter 90 corresponds to a related apparatus of the present invention, and includes an inclined portion on the front side of the vehicle 100, and thus has extremely high resistance against a collision from the front direction.
- the fuel cell 20 is arranged in the vehicle 100 in the form of a fuel cell unit 201 housed in a housing and a fuel cell assembly 200 integrated with a protective structure 220.
- the FC converter 90 is disposed in the vehicle 100 in the form of a converter assembly 250 integrated with the protective structure 260.
- FIG. 3 shows a bottom view of the vehicle including the structure of the vehicle 100 and the arrangement of the fuel cell and related devices in the first embodiment.
- various members such as frames, members, and pillars described below are made of a metal material having a certain rigidity, such as aluminum, SUS, or iron.
- the metal material can be arbitrarily selected from the viewpoint of ease of processing, strength, resistance, weight, cost, and the like.
- the metal material may be subjected to a known hardening process, for example, quenching or alloying.
- a floor panel 111 is provided on the entire bottom surface of the vehicle 100.
- Front frames 114 and 115 are provided at the bottom of the front portion of the vehicle 100 so as to extend in the front-rear direction of the vehicle 100, thereby forming a skeleton structure of the front portion of the vehicle 100.
- a front cross member 110 is provided in the foremost part of the front frames 114 and 115 in the width direction of the vehicle, and the radiator 33 shown in FIG. 1 is further attached.
- a front suspension member 112 is provided on the rear side of the front cross member 110 in the width direction of the vehicle. The front suspension member 112 is fastened to the front frames 114 and 115. In the region surrounded by the front cross member 110 and the front suspension member 112, the vehicle travel motor 94 shown in FIGS. 1 and 2 is arranged.
- the fuel cell assembly 200 is an assembly structure including the fuel cell 20 and will be described in detail with reference to FIG.
- the fuel cell assembly 200 is fastened to the front frames 114 and 115 on the front side of the vehicle, and fastened to a third cross member 136 provided in the vehicle width direction on the rear side of the vehicle.
- a pair of subframes 118 and 119 extend from the rear of the fastening position of the front suspension members 112 of the front frames 114 and 115 to the fuel cell assembly 200 in the longitudinal direction of the vehicle. Ends of the subframes 118 and 119 are fastened to the fuel cell assembly 200 together with brackets 122 and 123.
- a converter assembly 250 is disposed between the pair of subframes 118 and 119.
- the converter assembly 250 is an assembly structure including the FC converter 90, and will be described in detail with reference to FIGS. Converter assembly 250 is fastened to subframes 118 and 119. In FIG. 3, illustration of a panel provided on the back surface of the protective structure 220 is omitted.
- side rocker members 128 and 129 are provided on the side surface of the vehicle 100 so as to extend in the front-rear direction of the vehicle 100.
- a first cross member 126, a second cross member 132, and a third cross member 136 are spanned and fastened to the side rocker members 128 and 129 in the width direction of the vehicle 100 from the front side to the rear side.
- a rigid structure is formed against an impact from the lateral direction of the center of the vehicle.
- the fuel cell assembly 200 relates to the present invention, and is between the first cross member 126 and the third cross member 136 in the front-rear direction and between the front frame 114 and the front frame 115 in the width direction. Has been placed.
- rear rocker members 146 and 147 extend in the front-rear direction of the vehicle 100 from the rear side of the side rocker members 128 and 129 to the periphery of the rear tire 102.
- a fourth cross member 138, a fifth cross member 150, and a rear cross member 160 are spanned and fastened to the rear rocker members 146 and 147 in the width direction of the vehicle 100 from the front side to the rear side.
- the structure which resists the impact from the lateral direction of the rear part is formed.
- a sub cross member 144 is spanned in the width direction of the vehicle 100 on the rear side of the fourth cross member 138, and between the fourth cross member 138 and the sub cross member 144.
- the first fuel gas tank 42a is disposed in the front.
- Binders 140 and 141 are provided between the fourth cross member 138 and the sub cross member 144, and the first fuel gas tank 42a is fixed.
- a sub cross member 151 is stretched over the rear portion of the fifth cross member 150, and a second fuel gas tank 42 b is disposed between the fifth cross member 150 and the sub cross member 151.
- the second fuel gas tank 42b is fixed by binders 152 and 153 provided between the fifth cross member 150 and the sub cross member 151.
- a notch-shaped deformation promoting portion 113 is provided at the center of the front suspension member 112.
- FIG. 4 shows a vehicle side view including the arrangement of the converter assembly 250 according to the first embodiment.
- the vehicle travel motor 94 is fastened to a motor mount 130 provided on the front suspension member 112 via a mounting rubber 131.
- the vehicle running motor 94 moves backward and the front suspension member 112 moves backward.
- the fuel cell assembly 200 is configured to be protected from the impact of a collision. As described above with reference to FIG. 2, the fuel cell assembly 200 is disposed below the front seats 103L and 103R.
- a converter assembly 250 is disposed between the front seats 103 ⁇ / b> L and 103 ⁇ / b> R and on the bottom surface side of the tunnel portion 109 that is the central raised portion of the dashboard 105.
- a front pillar 106 is erected from the front of the side rocker member 128 (129), and a center pillar 107 is erected from the center.
- a rear pillar 108 is erected from the center of the rear rocker member 146.
- the side rocker members 128 and 129 have a skeletal structure surrounding the converter assembly 250 and the fuel cell assembly 200 by the first cross member 126, the second cross member 132, and the third cross member 136. ing.
- each of the frames, members, and pillars has a structure in which a undulation structure is provided on a sheet metal, or a structure in which a plurality of such sheet metals are combined.
- a structure in which a plurality of such sheet metals are combined By adopting such a structure, it is possible to provide light weight and high mechanical strength.
- FIG. 5 is a perspective view of the fuel cell assembly 200 and the converter assembly 250 according to the first embodiment.
- the fuel cell assembly 200 is configured by installing a fuel cell unit 201 in a protective structure 220.
- the fuel cell unit 201 is configured by housing the fuel cell 20 with an upper housing 202 and a lower housing 203.
- the fuel cell unit 201 is configured by interposing the fuel cell 20 inside and aligning and fastening the upper flange 204 of the upper housing 202 and the lower flange 206 of the lower housing 203.
- a terminal socket (not shown) is provided on the vehicle front side of the fuel cell unit 201.
- the upper flange 204 and the lower flange 206 are inclined with respect to the bottom surface or the top surface of the fuel cell unit 201 on the side surfaces. That is, the flange is formed so as to cross the side surface of the fuel cell unit 201 obliquely.
- the mechanical strength of the portion where the flange is formed increases.
- the fuel cell unit 201 is configured to be able to withstand the impact of any impact on the side surface on which the upper flange 204 and the lower flange 206 are formed obliquely at any height. ing.
- the protective structure 220 is formed to have a size that surrounds the fuel cell unit 201 slightly larger than the bottom surface of the fuel cell unit 201.
- a mounting seat (not shown) for fastening the fuel cell unit 201 is provided at an inner corner formed by the four side members constituting the protective structure 220.
- An under panel (not shown) is attached to the back side of the mounting seat.
- the frame structure 221 is provided with inclined frames 234 and 235. Attachment portions 226 and 227 are provided at corners on the vehicle front side of the frame structure 221, and fastening holes 230 and 231 are formed. Mounting portions 226 and 227 on the vehicle front side are fastened to front frames 114 and 115, respectively.
- the fastening holes 230 and 231 provided in the attachment portions 226 and 227 and the fastening holes provided in the front frames 114 and 115 are fastened by fastening members (bolts, nuts, and the like).
- Attachment portions 224 and 225 are provided at end portions of the inclined frames 234 and 235 on the vehicle rear side, and fastening holes 228 and 229 are formed.
- the attachment portions 224 and 225 are fastened to the third cross member 136.
- the fastening holes 228 and 229 provided in the attachment portions 224 and 225 and the fastening holes provided in the third cross member 136 are fastened by a fastening member.
- the protection structure 220 has inclined frames 234 and 235 provided obliquely with respect to the horizontal plane at positions facing the two side surfaces of the fuel cell unit 201. For this reason, the fuel cell unit 201 is configured to be able to withstand the impacts of the inclined frames 234 and 235 regardless of the height of the impact.
- the protection structure 220 is configured so that the inclination directions of the inclined frames 234 and 235 are opposite to the inclination directions of the upper flange 204 and the lower flange 206 of the fuel cell unit 201.
- a battery unit 201 is installed.
- the inclined frames 234 and 235 of the protective structure 220 are inclined so as to increase from the front of the vehicle to the rear of the vehicle.
- the fuel cell unit 201 is attached to the protective structure 220 in such a direction that the upper flange 204 and the lower flange 206 are lowered from the front of the vehicle toward the rear of the vehicle.
- the mechanical strength can be further increased. This is because, when the fuel cell assembly 200 is viewed from the side, the flange of the fuel cell unit 201 and the inclined frame of the protective structure 220 constitute an intersecting structure.
- FIG. 6 is a perspective view from above of the converter assembly 250.
- FIG. 7 is a perspective view from below of the converter assembly 250.
- converter assembly 250 is disposed closer to the front portion of vehicle 100 than fuel cell assembly 200. With such an arrangement, the converter assembly 250 receives the impact of the collision before the fuel cell assembly 200 with respect to the impact of the collision from the front of the vehicle. If the relay 97 is cut off by receiving an impact, the connection between the FC converter 90, the inverter 93, the inverter 95, and the battery converter 98 is cut off, and the fuel cell system 10 is shifted to a safe state. It is possible.
- the FC converter 90 is configured by joining an upper housing 251 and a lower housing 252 together.
- a coolant inlet 253 and a coolant outlet 254 are provided on the front surface 255 of the FC converter 90.
- a relay unit 257 is provided at the rear of the FC converter 90, and the relay 97 shown in FIG. The relay 97 electrically disconnects the secondary side terminal of the FC converter 90 from the input terminals of the inverter 93 and the inverter 95 and the secondary side terminal of the battery converter 98 when a shock of a certain level or more is applied. It is like that.
- a power cable 259 is connected to the rear part of the converter assembly 250, and a terminal connector 260 provided at the tip of the power cable 259 is electrically connected to the fuel cell unit 201.
- a power cord 282 is further connected to the rear part of the converter assembly 250.
- the power cord 282 is connected to the inverter 93 shown in FIGS. 1 and 2 by a power plug 283 (see also FIG. 1) provided at the tip.
- a protrusion 258 is provided at the rear of the converter assembly 250 at a position facing the terminal connector 260.
- the protrusion 258 is provided at a position where it abuts the terminal connector 260 when the impact of the collision is applied to the converter assembly 250 and the FC converter 90 rotates while retreating slightly.
- the protrusion 258 comes into contact with the terminal connector 260 so that the fuel cell 20 can be electrically short-circuited.
- the FC converter 90 is provided with an inclined portion 256 in front of the lower housing 252 of the front surface 255.
- the inclined portion 256 is an inclined surface formed so that the normal line direction faces the lower front side, and is a protection means that functions to change the moving direction of the member that abuts upon a collision from the front side.
- the FC converter 90 is provided with a front protective plate 270 so as to cover the inclined portion 256.
- the front protective plate 270 is provided with a bent portion 272 that goes around and protects the bottom surface of the FC converter 90.
- the front protective plate 270 is provided with four attachment portions 273, and each attachment portion 273 is provided with a fastening hole 274.
- the front protective plate 270 is attached to the inclined portion 256 of the FC converter 90 by inserting the bolt 280 as a fastening member through the fastening hole 274 of the attachment portion 273 and fastening it to the fastening hole on the side surface of the FC converter 90.
- the front protective plate 270 corresponds to the impact suppressing member of the present invention, and functions to improve the resistance against the impact of a collision from the front of the vehicle.
- the inclined portion 256 is inclined so that the normal direction is directed to the lower front side. Therefore, when a structural member such as the front suspension member 112 moves due to the impact of a collision from the front of the vehicle and comes into contact with the front protective plate 270 provided on the inclined portion 256, the moving direction is changed downward. To function. For example, a member such as the front suspension member 112 that has received the impact of the collision prior to the FC converter 90 moves to the rear side due to the impact of the collision and collides with the inclined portion 256, directly the front protective plate 270. . At this time, since the inclined portion 256 is inclined downward, the moving direction of the abutted member can be changed.
- the FC converter 90 is provided with a bottom surface protection plate 262 on the bottom surface side.
- the bottom surface protection plate 262 is a protection unit that protects the FC converter 90 from the impact of a collision from the lower side of the vehicle, that is, from the bottom surface.
- the bottom surface protection plate 262 is provided with an attachment portion 263 on the rear side of the vehicle and an attachment portion 265 on the front side of the vehicle.
- the attachment portions 263 and 265 are members that hold the bottom surface protection plate 262 at four diagonal points, and have a bent structure as illustrated.
- the bottom surface protection plate 262 and the front surface protection plate 270 can be made of a metal material having a certain rigidity, such as aluminum, SUS, iron, or the like.
- Embodiment 1 (Advantages of Embodiment 1) (1) According to this embodiment, as shown in FIGS. 2 and 4, three or more related devices are arranged so as not to line up on the same straight line. With such an arrangement, it is possible to reduce the possibility of damage to the fuel cell unit 201 due to a ball collision.
- the FC converter 90 is disposed closer to the front surface of the vehicle 100 than the fuel cell unit 201. For this reason, when a collision impact is applied from the front of the vehicle, the impact is first applied to the FC converter 90, and the secondary terminal of the FC converter 90 is disconnected from the electrical system of other related devices. Even if fuel gas leaks from the fuel cell unit 201, the electrical connection with other related devices is released, so that the safety of the system can be improved.
- the vehicle 100 is provided with the tunnel portion 109 (central raised portion), and the FC converter 90 is disposed below the tunnel portion 109.
- the connection wiring with the fuel cell 20 can be shortened while using the tunnel portion 109 which is a dead space of the passenger compartment.
- the FC converter 90 since the FC converter 90 is provided with the inclined portion 256 on the front side of the vehicle, the impact direction is changed by the inclined portion 256 when a collision impact is applied from the front side of the vehicle. . For this reason, it is possible to alleviate the impact applied to the FC converter 90 itself and to reduce the possibility of a collision impact being applied to the fuel cell 20.
- the front protective plate 270 that is an impact suppressing member is attached to the inclined portion 256 of the FC converter 90, the resistance against impact of a collision can be improved.
- Embodiment 2 of this invention is related with the example which arrange
- the FC converter 90 is disposed on the vehicle front side of the fuel cell unit 201, and the inclined portion 256 is provided on the vehicle front side of the FC converter 90.
- the second embodiment is the same as the first embodiment in that the FC converter 90 is disposed on the vehicle front side of the fuel cell unit 201, but is different in that the FC converter 90 is disposed on an inclined surface.
- the fuel cell system 10 (see FIG. 1) and the structure of the vehicle 100 (see FIGS. 2 and 3) are the same as those in the first embodiment.
- symbol as the said Embodiment 1 shall be attached
- FIG. 8 shows a vehicle side view for explaining the arrangement of the fuel cell unit 201 and related devices in the second embodiment.
- a vehicle travel motor 94, an inverter 93, an FC converter 90, and a fuel cell unit 201 are arranged from the front side to the rear side of the vehicle 100.
- related devices such as the vehicle running motor 94, the inverter 93, and the FC converter 90, and the fuel cell unit 201 are arranged so as not to line up in a straight line.
- the vehicle running motor 94, the inverter 93, and the fuel cell unit 201 are the same as those in the first embodiment.
- the FC converter 90 is disposed between the front seats 103L and 103R and below the tunnel portion 109, which is the central raised portion of the dashboard 105.
- the FC converter 90 is installed on the pedestal 290.
- the pedestal 290 is fixed to the structure of the vehicle 100. For example, it is fastened to any one or more of the center frames 114 and 115, the subframes 118 and 119, or the side rocker members 128 and 129 shown in FIG.
- the pedestal 290 is provided with an inclined surface S whose upper surface is inclined by a predetermined inclination angle with respect to the horizontal plane.
- the FC converter 90 is installed on the inclined surface S of the pedestal 290.
- the FC converter 90 is fastened to the pedestal 290 by a fastening member (not shown) as long as the FC converter 90 is fastened with a force that can be released when a collision impact occurs.
- the inclination angle of the inclined surface S of the pedestal 290 and the distance between the FC converter 90 and the fuel cell unit 201 are such that the FC converter 90 does not contact the fuel cell unit 201 when the inclined surface S slides in the direction of the inclined line. It shall be set as follows.
- the first feature is that related devices are arranged so as not to be aligned.
- the vehicle travel motor 94 directly collides with the inverter 93.
- the inverter 93 is not arranged on a straight line connecting the FC converter 90 and the fuel cell unit 201. For this reason, the collision between the vehicle running motor 94 and the inverter 93, the inverter 93 to the FC converter 90, and the FC converter 90 to the fuel cell unit 201 is avoided. In other words, if the arrangement is made so that three or more devices do not line up on the same straight line, a ball collision can be avoided.
- the second feature is that one of the related devices, in this embodiment, the FC converter 90 is disposed on the inclined surface S.
- the vehicle travel motor 94 collides with the FC converter 90 together with the front suspension member 112.
- the FC converter 90 moves so as to slide on the inclined surface S.
- the inclination angle of the inclined surface S and the distance between the FC converter 90 and the fuel cell unit 201 are such that the FC converter 90 contacts the fuel cell unit 201 when the inclined surface S slides in the inclination line direction. It is set not to touch. Therefore, even if the FC converter 90 slides greatly on the inclined surface S, the fuel cell unit 201 is not subjected to any impact.
- the FC converter 90 that has moved on the inclined surface S comes into contact with the floor panel 111 and stops.
- the FC converter 90 is disposed on the inclined surface S of the pedestal 290. Therefore, when a collision impact is applied, the FC converter 90 moves in the direction of the inclined line of the inclined surface S, and the fuel cell unit. It does not move in the direction of 201. Therefore, it is possible to prevent the FC converter 90 from coming into direct contact with the fuel cell unit 201.
- the advantages listed in the first embodiment are also applicable to the second embodiment as long as there is no contradiction.
- FIG. 10 is a vehicle plan view for explaining the arrangement of the fuel cell system according to the third embodiment.
- the fuel cell unit 201b according to the third embodiment has a bifurcated shape in plan view.
- the fuel cell 20 accommodated in the fuel cell unit 201b is separated into the first fuel cell stack 20-1 and the second fuel cell stack 20-2, and is accommodated in the respective branched housings of the fuel cell unit 201b. .
- the piping 291 is connected to the first fuel cell stack 20-1 and the second fuel cell stack 20-2 so that an oxidizing gas, a fuel gas, and a coolant can be supplied.
- the fuel cell unit 201b is installed at the lower part of the front seats 103L and 103R, for example, with the bifurcated opening 293 facing the front of the vehicle.
- the FC converter 90 is disposed so as to partially enter the opening 293 of the fuel cell unit 201b. Although not shown, the FC converter 90 is disposed in the tunnel portion 109 (see FIG. 4), which is the central raised portion, as in the first embodiment.
- a liquid seal mount 292 is provided on the side facing the opening 293 of the FC converter 90.
- the liquid seal mount 292 is configured by sealing a liquid, for example, ethylene glycol, in a mount work formed of an elastic member such as rubber.
- an elastic member made of rubber or resin may be provided.
- FIG. 11A is a plan view for explaining the positional relationship between the FC converter 90 and the fuel cell unit 201b in the third embodiment.
- the width L2 of the widest portion of the opening 293 of the fuel cell unit 201b is set to be larger than the width L1 of the FC converter 90.
- Fig. 11 (B) shows a plan view when the DC-DC converter is moved by the impact of the collision.
- the vehicle travel motor 94 moves in the direction of the white arrow.
- the FC converter 90 moves rearward due to the impact of the collision.
- the FC converter 90 is disposed at the center of the opening 293 of the fuel cell unit 201b that is bifurcated. For this reason, even if the FC converter 90 moves to the rear of the vehicle, it does not come into contact with the fuel cell unit 201b as shown in FIG. Therefore, it is possible to reduce the possibility that the fuel cell unit 201b is destroyed by the impact of the collision.
- the fuel cell unit may not have the branched shape as described in the present embodiment.
- the shape may be such that contact with the fuel cell unit is avoided when the related device such as the FC converter 90 moves slightly due to the impact of the collision.
- the fuel cell unit may be configured as a plurality of independent subunits, and may be arranged so that no related device exists in front of the vehicle of each subunit.
- the FC converter 90 is disposed between the branched shapes of the fuel cell unit 201b, even if the FC converter 90 moves due to the impact of a collision, the FC converter 90 contacts the fuel cell unit 201b and is damaged. Can be avoided.
- the FC converter 90 is provided with the buffer member constituted by the liquid seal mount 292 on the side where the fuel cell faces, it is assumed that the FC converter 90 is in contact with the fuel cell unit 201b. It is also possible to reduce the impact of collision.
- Embodiment 1 The advantages listed in Embodiment 1 above also apply to Embodiment 3 as long as there is no contradiction.
- the fourth embodiment relates to an arrangement capable of protecting the fuel cell unit 201 against a collision from the width direction of the vehicle 100.
- FIG. 12 shows a vehicle front view for explaining the arrangement of the fuel cell and related devices in the fourth embodiment.
- a side view (Side View), a plan view (Plan View), and a front view (Front View) are shown.
- the arrangement of the fuel cell unit 201, the FC converter 90, and the inverter 93 is different from the arrangement in the first embodiment described with reference to FIG. Others are the same as those in the first embodiment, and therefore, the same reference numerals are given and the description thereof is omitted.
- the fuel cell unit 201, the FC converter 90, and the inverter 93 are arranged side by side in the vehicle width direction.
- the FC converter 90 is disposed closer to the right side surface of the vehicle 100 than the fuel cell unit 201.
- the inverter 93 is disposed closer to the left side surface of the vehicle 100 than the fuel cell unit 201.
- the FC converter 90 includes an inclined portion Sa on the right side of the vehicle.
- the inverter 93 includes an inclined portion Sb on the left side of the vehicle.
- FIG. 13 shows the operation in the arrangement according to the fourth embodiment.
- Step ST1 shows a state in which the obstacle P has approached the left side of the vehicle.
- step ST2 when the obstacle P collides with the left side surface of the vehicle 100, the side surface of the vehicle 100 is deformed due to the impact of the collision, and the side frame S / F moves toward the inverter 93.
- the side frame S / F contacts the inverter 93 at the inclined portion Sb.
- step ST3 when the side frame S / F that receives the impact of the collision from the obstacle P contacts the inclined portion Sb of the inverter 93, the moving direction is changed by the inclination of the inclined portion Sb.
- the side frame S / F whose movement direction has been changed is deformed downward and the floor panel 111 is deformed. Therefore, the inverter 93 fastened to the side frame S / F is dragged by the downward deformation of the side frame S / F and moves to the lower side of the vehicle 100.
- the FC converter 90 and the inverter 93 are arranged closer to the vehicle side surface than the fuel cell unit 201, when a collision impact is applied from the vehicle side surface, these related devices are preceded. The impact of the collision is added to the electrical system, causing the electrical system to short circuit. Therefore, even if fuel gas leaks or the like occurs, it does not become a dangerous state.
- the inclined device is provided in the related devices such as the FC converter 90 and the inverter 93, the impact direction is changed when the impact of the collision is applied from the side of the vehicle, and the impact is applied to the fuel cell unit 201. The possibility of reaching is reduced.
- Embodiment 1 The advantages listed in Embodiment 1 above also apply to Embodiment 4 as long as there is no contradiction.
- the present invention is not limited to the above-described embodiment, and can be variously modified and applied.
- the inclined portion is provided in the FC converter 90 and the inverter 93, but may be provided in other related devices.
- the FC converter 90 is installed on the inclined surface S.
- other related devices may be installed on the inclined surface S.
- the FC converter 90 is disposed between the branched fuel cell units 201b.
- other related devices may be disposed.
- the impact of the collision from the front side of the vehicle is reduced.
- the impact of the collision from the vehicle width direction is exemplified. You may apply to the arrangement
- the related device is arranged closer to the rear surface of the vehicle than the fuel cell unit, and if necessary, an inclined portion is provided, installed on the inclined surface, or the fuel cell unit 201b is arranged to open to the rear side of the vehicle. That's fine.
- the fuel cell system of the present invention can be applied not only to vehicles but also to other forms of moving bodies. As such a moving body, it is applicable to a ship, an aircraft, a submersible craft, and the like. If the fuel cell system of the present invention is provided, it is possible to effectively protect the fuel cell, which is the heart, from the impact of a collision, regardless of the type of moving body. In particular, even if the moving body is limited in weight, by applying the present invention, the fuel cell can be effectively protected from the impact of the collision exerted from various directions of the moving body by the lightweight structure. Is possible.
- Inclined part 257 ... Relay part, 258 ... Projection part, 2 59, 282 ... Power cable, 260 ... Terminal connector, 262 ... Bottom face protection plate, 263, 265, 273 ... Mounting part, 264, 266 ... Fastening groove, 270 ... Front face protection plate, 272 ... Bending part, 274 ... Fastening hole, 280, 281 ... bolt, 283 ... power plug, 290 ... pedestal, 291 ... piping, 292 ... liquid seal mount (buffer member), 293 ... opening, P ... obstacle, S ... inclined surface, Sa, Sb ... inclined Part, S / F ... side frame, M / F ... main frame, W ... barrier,
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Abstract
Description
(1)車両は、中央隆起部が設けられた乗員室を備え、関連装置は、中央隆起部の下側に配置されていてもよい。
以下の図面の記載において、同一又は類似の部分には同一又は類似の符号で表している。ただし、図面は模式的なものである。したがって、具体的な寸法等は以下の説明を照らし合わせて判断するべきものである。また、図面相互間においても互いの寸法の関係や比率が異なる部分が含まれていることは勿論である。
本発明において使用される用語を以下のように定義する。
「車両」:燃料電池の発電電力を利用して移動可能な構造体をいい、移動原理を問わない。本実施形態では、特に走行面に力を作用させて移動する態様(車や鉄道)を意味するが、その他の移動態様を排除するものではない。例えば、媒体に力を作用させて移動する態様(航空機、船舶、潜水艦等)を含みうる。また、車両は、有人制御であるか無人制御であるかを問わない。
「後」:車両が後退(バック)にシフトチェンジされた場合に進行する方向をいい、「後方向」または「後側」とも称する。
「横」:上記前方向または後方向に対して水平面において横の方向をいい、「横方向」または「幅方向」とも称する。
「上」:車両の走行面を基準に走行面に鉛直な方向(「高さ方向」ともいう。)(図2の側面図および正面図の上方向)を「上方向」または「上部側」、下向きの方向(車両100の路面方向、図2の側面図および正面図の下方向)を「下方向」または「下部側」と称する。
「隣接」:燃料電池と関連装置との距離が近いことを意味するが、その距離に限定はない。ただし、本発明を適用しないで衝突の衝撃が加わった場合に、関連装置が燃料電池に物理的な影響を及ぼしうる距離である。
「車両の外面」:車両の前後方向における外面となる前面および後面、車両の幅方向における外面となる右側面および左側面を含む。
「車両の外面に近い位置」:平面視において燃料電池ユニットや関連装置の幾何学的中心と車両の外面との距離をいう。車両に複数の外面が存在する場合には、そのうちいずれか一つと前記幾何学的中心との距離をいう。
本発明の実施形態1は、関連装置であるDC-DCコンバーターを燃料電池ユニットよりも車両の前面(外面の一態様)に近い位置に配置した燃料電池車に関する。以下、まず燃料電池システムの構成について説明してから、個々の構成装置の詳細について説明する。
図1は、本発明が適用された燃料電池システムの構成図である。
図1における燃料電池システム10は、燃料ガス供給系統4、酸化ガス供給系統7、冷却液供給系統3、電力系統9を備えて構成されている。燃料ガス供給系統4は、燃料電池20に燃料ガス(水素ガス)を供給するための系統である。酸化ガス供給系統7は、燃料電池20に酸化ガス(空気)を供給するための系統である。冷却液供給系統3は、燃料電池20を冷却するための系統である。電力系統9は、燃料電池20からの発電電力を充放電するための系統である。
(1/2)O2+2H++2e-→H2O・・・(2)
H2+(1/2)O2→H2O・・・(3)
(2)図示しないガスペダル、シフトポジションの検出信号、回転数センサ99からの回転数信号を取り込んで、必要な電力供給量であるシステム要求電力等の制御パラメーターを演算すること;
(3)圧力センサ73が検出した酸化ガス供給路71の圧力相対値に基づき、酸化ガス供給路71への酸化ガス供給量が適正な量となるよう、エアコンプレッサー75の回転数を制御すること;
(4)酸化オフガス排出路72に排出される酸化オフガス量が適切になるように、調圧弁77の開度を制御すること;
(5)圧力センサ44、58、59が検出した圧力相対値に基づき、燃料ガス供給路40に供給される酸化ガス供給量が適切な量となるように、元弁43の開度やイジェクタ45の調整圧力を調整すること;
(6)回転数センサ57の値を監視しながら、循環経路51に循環する燃料オフガス量が適切な量となるように、水素ポンプ55の回転数を制御したりパージ弁63の開度を制御したりすること;
(7)運転モードに応じて元弁43、遮断弁46、遮断弁52等の開閉を制御すること;
(8)温度センサ32、36の検出した冷却液温度の相対値に基づき冷却液の循環量を演算し、冷却液ポンプ35の回転数を制御すること;
(9)電圧センサ84により検出された電圧値、電流センサ86により検出された電流値に基づき、燃料電池20の交流インピーダンスを算出し、電解質膜の含水量を推測演算し、車両停止時等の掃気量を制御すること;および
(10)電力系統9の制御、例えば、FCコンバーター90、バッテリーコンバーター98、インバーター93および95、車両走行用モーター94、高電圧補機96等を制御すること。
次に図2~図7を参照しながら、本実施形態1における燃料電池車の構造について説明する。図2に本実施形態1における燃料電池車の燃料電池20および関連装置の配置を示す。図2では、側面図(Side View)、平面図(Plan View)、および正面図(Front View)が示されている。
図3に本実施形態1における車両100の構造並びに燃料電池および関連装置の配置を含む車両底面図を示す。
次いで、燃料電池アセンブリ200およびコンバーターアセンブリ250の構造について詳細に説明する。図5に、本実施形態1における燃料電池アセンブリ200およびコンバーターアセンブリ250の斜視図を示す。
図5~図7を参照しながら、コンバーターアセンブリ250の構造を詳しく説明する。図6は、コンバーターアセンブリ250の上側からの斜視図である。図7は、コンバーターアセンブリ250の下側からの斜視図である。
図5に示すように、コンバーターアセンブリ250は、燃料電池アセンブリ200よりも車両100の前部から近い側に配置される。このような配置をすることにより、車両前方からの衝突の衝撃に対して、コンバーターアセンブリ250が燃料電池アセンブリ200よりも先に衝突の衝撃を受けることになる。衝撃を受けることによって、リレー97が遮断状態となれば、FCコンバーター90と、インバーター93、インバーター95、およびバッテリーコンバーター98との間の接続が遮断され、当該燃料電池システム10を安全な状態に移行可能になっている。
(1)本実施形態によれば、図2および図4に示すように、同一の直線上には3つ以上の関連装置が並ばないように配置されている。このような配置により、玉突き衝突により燃料電池ユニット201に損傷が及ぶ可能性を低減することができる。
本発明の実施形態2は、関連装置であるFCコンバーター90を傾斜面に配置する例に関する。
上記実施形態1で列記した利点は、矛盾しない限りにおいて、本実施形態2についても当てはまる。
本実施形態3は、燃料電池ユニットの形態の変形例に関する。
図10に、本実施形態3における燃料電池システムの配置を説明する車両平面図を示す。図10に示すように、本実施形態3における燃料電池ユニット201bは、平面視において二股に分岐した形状を有している。燃料電池ユニット201bに収納される燃料電池20は、第1燃料電池スタック20-1と第2燃料電池スタック20-2とに分離され、燃料電池ユニット201bのそれぞれの分岐形状ハウジングに収納されている。配管類291は、第1燃料電池スタック20-1と第2燃料電池スタック20-2とに酸化ガス、燃料ガス、および冷却液を供給可能に接続されている。燃料電池ユニット201bは、図10に示すように、例えば、二股に分岐した開口部293が車両前方に面するようにして、フロントシート103Lおよび103Rの下部に設置される。
本実施形態4は、車両100の幅方向からの衝突に対しても燃料電池ユニット201を保護可能な配置に関する。
本発明は上記実施形態に限定されることなく種々に変形して適用することが可能である。
例えば、上記実施形態1および4では、傾斜部をFCコンバーター90およびインバーター93に設けたが、その他の関連装置に設けてもよい。
Claims (9)
- 車両に搭載される燃料電池システムであって、
燃料電池が収納される燃料電池ユニットと、
前記燃料電池に電気的に接続されて前記燃料電池ユニットに隣接して設置される関連装置と、を備え、
前記関連装置は、前記燃料電池ユニットよりも前記車両の外面に近い位置に配置されていること、
を特徴とする燃料電池システム。 - 前記車両は、中央隆起部が設けられた乗員室を備え、
前記関連装置は、前記中央隆起部の下側に配置されている、
請求項1に記載の燃料電池システム。 - 前記関連装置には、前記車両の前記外面側に傾斜部が設けられている、
請求項1または2に記載の燃料電池システム。 - 前記傾斜部は、前記関連装置のハウジングの一部形状によって形成されている、
請求項1乃至3のいずれか一項に記載の燃料電池システム。 - 前記傾斜部は、前記関連装置に取り付けられる衝撃抑制部材によって形成されている、
請求項1乃至3のいずれか一項に記載の燃料電池システム。 - 前記関連装置は、傾斜面に配置されている、
請求項1または2に記載の燃料電池システム。 - 前記燃料電池ユニットは、2方向に分岐した分岐形状を備えており、
前記関連装置は、前記燃料電池ユニットの前記分岐形状の間に配置されている、
請求項1乃至6のいずれか一項に記載の燃料電池システム。 - 前記関連装置および前記燃料電池の前記分岐形状の一方または双方には、前記関連装置と前記燃料電池とが対向する側に緩衝部材が設けられている、
請求項7に記載の燃料電池システム。 - 車両に搭載される燃料電池システムであって、
燃料電池が収納される燃料電池ユニットと、
前記燃料電池に電気的に接続されて前記燃料電池ユニットに隣接して設置される関連装置と、を備え、
前記燃料電池ユニットは、前記車両の乗員室に配置される座席の下側に配置され、
前記関連装置は、前記乗員室に設けられた中央隆起部の下側に配置され、
前記関連装置には、前記車両の前記外面側に傾斜部が設けられていること、
を特徴とする燃料電池システム。
Priority Applications (5)
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US13/259,902 US9162559B2 (en) | 2009-05-28 | 2009-05-28 | Fuel cell system and vehicle |
JP2011515803A JP5077610B2 (ja) | 2009-05-28 | 2009-05-28 | 燃料電池システムおよび車両 |
PCT/JP2009/059774 WO2010137147A1 (ja) | 2009-05-28 | 2009-05-28 | 燃料電池システムおよび車両 |
CN200980159563.2A CN102481832B (zh) | 2009-05-28 | 2009-05-28 | 燃料电池系统以及车辆 |
DE112009004801.3T DE112009004801B4 (de) | 2009-05-28 | 2009-05-28 | Brennstoffzellensystem und fahrzeug |
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JP2018101473A (ja) * | 2016-12-19 | 2018-06-28 | トヨタ自動車株式会社 | 燃料電池車両 |
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DE112009004801T5 (de) | 2012-11-08 |
US9162559B2 (en) | 2015-10-20 |
CN102481832A (zh) | 2012-05-30 |
JP5077610B2 (ja) | 2012-11-21 |
DE112009004801B4 (de) | 2018-08-30 |
CN102481832B (zh) | 2016-03-02 |
US20120015257A1 (en) | 2012-01-19 |
JPWO2010137147A1 (ja) | 2012-11-12 |
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