JP6135530B2 - Fuel cell vehicle - Google Patents

Description

  The present invention relates to a fuel cell vehicle.

  In recent years, for example, fuel cell vehicles that run using a fuel cell using hydrogen gas as a fuel have been developed. When a fuel cell is mounted on a vehicle, a fuel tank must also be mounted on the vehicle.

  In order to increase the cruising range of a fuel cell vehicle, it is necessary to install more fuel in the vehicle. Here, in order to effectively use the space of the vehicle, a plurality of fuel tanks having different shapes are generally mounted. The plurality of fuel tanks are connected by piping.

  Patent Document 1 discloses an invention of a fuel gas filling / supply system that does not allow a gas to flow back without using a check valve.

JP 2011-241940 A

  However, when a plurality of tanks are used, it is necessary to branch the piping connecting the fuel tanks. Therefore, the branch parts and the respective pipes are necessary for the filling system and the supply system, and there is a problem that the fuel gas filling rate of the tank does not increase due to high cost and large pressure loss. In order to extend the travel distance of the fuel cell vehicle, it is necessary to improve the filling rate of the fuel gas, and there is a demand for simplifying the piping path of the fuel gas and reducing the number of piping parts.

A fuel cell vehicle according to the present invention is a fuel cell vehicle provided with a plurality of fuel tanks, and generates power using a high-pressure pressure-reducing valve for depressurizing fuel gas and fuel gas decompressed by the high-pressure pressure-reducing valve. A stack case, a filling port for filling fuel gas from the outside of the fuel cell vehicle, and a tank shaft provided in the vehicle width direction of the vehicle to accumulate fuel gas supplied from the filling port A first tank portion, a tank shaft is provided in the longitudinal direction of the vehicle, a second tank portion that accumulates fuel gas supplied from the first tank portion and supplies fuel gas to the stack case; The tanks of the first tank part and the second tank part are connected in series.
Thereby, distribution piping and piping parts to a plurality of fuel tanks can be reduced.

  The piping route can be simplified and the number of piping parts can be reduced.

1 is a block diagram of a fuel cell vehicle according to a first embodiment. 1 is a schematic diagram of a fuel cell vehicle according to a first embodiment. It is a figure which shows the state which the 1st fuel tank part concerning Embodiment 1 and a filling port do not oppose. It is a figure which shows piping in case the 1st fuel tank part concerning Embodiment 1 and a 2nd fuel tank part are filled with a fuel simultaneously. It is a figure which shows the relationship between the stack case and cooling system concerning Embodiment 1. FIG.

Embodiment 1
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the fuel cell vehicle 1. The fuel cell vehicle 1 includes a main body 2 and a plurality of wheels 3. The main body 2 includes a first tank unit 11, a second tank unit 12, a filling port 13, a first pipe 14, a second pipe 15, a stack case 16, and a cooling system 17. . FIG. 2 is a schematic diagram of the fuel cell vehicle 1.

The first tank unit 11 has a tank that holds fuel. In the following description, it is assumed that the first tank unit 11 has one tank, and the first tank unit 11 represents a tank. For example, the first tank portion 11 is installed at the rear portion of the fuel cell vehicle 1 such that the tank axial direction is the vehicle width direction. The first tank unit 11 has an IN port and an OUT port. Typically, the IN port of the first tank portion 11 is disposed to face the filling port 13 and is connected to the filling port 13. The OUT port of the first tank unit 11 is connected to the second tank unit 12 via the first pipe 14. The first tank unit 11 accumulates fuel that has flowed from the filling port 13 through the IN port, and sends the fuel to the second tank unit 12 through the OUT port and the first pipe 14.
In addition, the 1st tank part 11 does not need to oppose the filling port 13, for example, may be arrange | positioned as shown in FIG. Moreover, as shown in FIG. 4, it is good also as a structure where the path | route of piping is branched so that the fuel which flowed in from the filling port 13 may be filled into the 1st tank part 11 and the 2nd tank part 12 simultaneously.

  The 2nd tank part 12 has a tank holding fuel. In the following description, it is assumed that the second tank unit 12 has one tank, and the second tank unit 12 represents a tank. The second tank portion 12 is installed such that the tank axial direction is the front-rear direction of the fuel cell vehicle 1. Typically, the second tank unit 12 is installed in the center tunnel. The IN port of the second tank unit 12 is connected to the OUT port of the first tank unit 11 via the first pipe 14. Further, the OUT port of the second tank portion 12 is connected to the stack case 16 via the second pipe 15. The second tank unit 12 accumulates the fuel that has flowed in from the first tank unit 11 via the first pipe, and sends the fuel to the stack case 16 via the second pipe 15.

  The filling port 13 is a filling port for filling fuel from the outside of the fuel cell vehicle. For example, the filling port 13 is provided in a side surface portion on the rear side of the fuel cell vehicle 1. The filling port 13 is connected to the IN port of the first tank unit 11 via a pipe.

  The first pipe 14 is a pipe that connects the first tank unit 11 and the second tank unit 12. More specifically, the first pipe 14 is a transport path for allowing the fuel sent from the OUT port of the first tank unit 11 to flow into the IN port of the second tank unit 12.

  The second pipe 15 is a pipe that connects the second tank unit 12 and the stack case 16. More specifically, the second pipe 15 is a transport path for allowing fuel sent from the OUT port of the second tank unit 12 to flow into a high-pressure pressure reducing valve 162 of the stack case 16 described later. The temperature of the second pipe 15 is reduced due to adiabatic expansion due to continuous consumption of fuel gas such as continuous running.

  The stack case 16 includes a stack 161, a high-pressure pressure reducing valve 162, and a supply unit 163. The stack case 16 may be provided with other system parts (not shown). FIG. 5 is a view showing the relationship between the stack case 16 and the cooling system 17.

  The stack 161 is a fuel cell stack. Typically, in the stack 161, a plurality of cells each having an air electrode, an electrolyte, and a fuel electrode are provided by being partitioned by a separator and stacked. For example, in the stack 161, when hydrogen gas (hydrogen molecules) as fuel flows from the supply unit 163, the hydrogen molecules are separated into hydrogen ions and electrons, and the fuel electrode is filled with hydrogen ions. At this time, power generation is performed by electrons separated from hydrogen molecules. The hydrogen ions pass through the electrolyte adjacent to the fuel electrode and combine with oxygen in the air electrode to form water molecules. For example, a motor is driven by the electric power generated in the stack 161 to operate the wheel 3. Note that the cells provided in the stack 161 generate heat when the fuel cell vehicle 1 is continuously operated, for example, when the fuel cell vehicle 1 continuously travels.

  The high-pressure pressure reducing valve 162 is a pressure reducing valve that performs pressure reduction on the high-pressure fuel that has flowed from the second tank portion 12. The high pressure pressure reducing valve 162 sends the decompressed fuel gas to the supply unit 163. The high pressure pressure reducing valve 162 undergoes a temperature drop due to adiabatic expansion due to continuous consumption of fuel gas such as continuous running.

  The supply unit 163 supplies the fuel supplied from the high pressure pressure reducing valve 162 to the stack 161. More specifically, the supply unit 163 supplies fuel to the fuel electrode of a cell provided in the stack 161.

  The cooling system 17 is a cooling device. The cooling system 17 cools the fuel cells provided in the stack 161. For example, the cooling system 17 includes a radiator, and cools the heat generated in the stack 161 by flowing the cooler liquid into the stack 161. In the cooling system 17, as shown in FIG. 3, the cooler liquid is cooled by passing the cooler liquid through the cooling water channel provided in the body of the high-pressure pressure reducing valve 162.

  The wheels 3 are provided on the front left and right and the rear left and right of the fuel cell vehicle 1. For example, the wheel 3 operates when a motor driven by the electric power generated by the stack 161 rotates. As a result, the fuel cell vehicle 1 enters a traveling state.

  Next, power generation operation using fuel gas in the fuel cell vehicle 1 and cooling of the stack 161 will be described.

  The first tank unit 11 flows the fuel gas flowing in from the filling port 13 from the IN port.

  The first tank unit 11 sends fuel gas to the second tank unit 12 via the OUT port of the first tank unit 11 and the first pipe 14. The second tank unit 12 flows in the fuel gas from the IN port and accumulates the fuel gas.

  The second tank unit 12 sends out to the stack case 16 via the OUT port of the second tank unit 12 and the second pipe 15. More specifically, the second tank unit 12 sends out to the supply unit 163 via the high pressure pressure reducing valve 162 of the stack case 16.

  The high pressure pressure reducing valve 162 reduces the pressure of the fuel gas flowing from the second tank unit 12. For example, the high pressure pressure reducing valve 162 adjusts the flow rate by narrowing the passage through which the fuel gas flows, and reduces the pressure of the fuel gas after passing through the high pressure pressure reducing valve 162. Here, the second pipe 15 and the high-pressure pressure reducing valve 162 undergo a temperature drop due to adiabatic expansion due to continuous consumption of fuel gas by continuous running. Here, the high pressure pressure reducing valve 162 and the second pipe 15 are housed in the stack case 16, thereby lowering the temperature in the stack case 16.

  The supply unit 163 accumulates the fuel gas decompressed by the high pressure decompression valve 162. The supply unit 163 sends fuel gas to the stack 161.

  The stack 161 uses the fuel gas supplied from the supply unit 163 to generate power in a cell housed therein. The electric power generated by the stack 161 is used to drive power for traveling the fuel cell vehicle 1, for example.

  Here, in the stack 161, when the power generation by the cells is continuously performed, the cells generate heat and the power generation efficiency decreases. Therefore, the cooling system 17 cools the stack 161. For example, the cooling system 17 delivers the cooler liquid to the stack 161, and then the cooler liquid absorbs the heat of the stack 161 and returns to the cooling system 17. Thereby, the heat of the stack 161 is cooled.

  Here, the cooling system 17 uses the temperature drop of the high-pressure pressure reducing valve 162 by arranging the cooling water channel in the body of the high-pressure pressure reducing valve 162 and passing the cooler liquid after absorbing heat through the cooling water channel. Then, cooler liquid is cooled. Further, the cooling system 17 may be cooled by dissipating heat of the cooler liquid after absorbing heat into the atmosphere by a radiator.

  Note that when the temperature drop due to the adiabatic expansion effect of the high pressure pressure reducing valve 162 is used only for cooling the cooler liquid of the cooling system 17, the high pressure pressure reducing valve 162 may be provided outside the stack case 16.

As a result, it is possible to simplify the piping arrangement when the fuel tank is installed in the center tunnel. That is, the first tank unit 11 and the second tank unit 12 are connected in series, the first tank unit 11 is used as a filling system, and the second tank unit 12 is used as a supply system. By adopting a configuration in which fuel is supplied to the pressure reducing valve 162, piping can be simplified. Here, the supply system may be in parallel as long as the function of the joint is satisfied in the tank valve of the first tank unit 11.
By disposing the high-pressure pressure reducing valve in the stack case, a temperature drop caused by adiabatic expansion accompanying continuous consumption of fuel gas in the high-pressure pressure reducing valve and piping connected to the high pressure pressure reducing valve can be used for cooling the stack. As a result, an excessive temperature drop of the high pressure reducing valve is suppressed, and it is not necessary to cover an extremely low temperature as the use environment of the high pressure reducing valve. Accordingly, the degree of freedom in designing the high pressure pressure reducing valve is increased. Moreover, since the stack is cooled by the temperature drop of the high pressure reducing valve, the cooling unit can be reduced in capacity. Therefore, the cooling unit can be made compact and the cost can be reduced.
Furthermore, the cooling liquid of the cooling unit can be provided in the body of the high pressure reducing valve to cool the cooler liquid. Therefore, even when the high pressure reducing valve is not installed in the stack case, the high pressure reducing valve can be used as a cooling system.

  Note that the present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the spirit of the present invention. For example, in the fuel cell vehicle 1, the first tank unit 11 and the second tank unit 12 have been described as having one tank, but each tank unit has a plurality of tanks. Also good. For example, when the 2nd tank part 12 has a plurality of tanks, each tank may be connected in series.

DESCRIPTION OF SYMBOLS 1 Fuel cell vehicle 2 Main part 3 Wheel 11 1st tank part 12 2nd tank part 13 Filling port 14 1st piping 15 2nd piping 16 Stack case 161 Stack 162 High pressure pressure-reduction valve 163 Supply unit 17 Cooling system

Claims (1)

A fuel cell vehicle provided with a plurality of fuel tanks,
A high pressure reducing valve for depressurizing the fuel;
A stack case that generates power using fuel decompressed by the high-pressure pressure reducing valve, and
A cooling system that sends out the cooler liquid to the stack, and sends the cooler liquid returned from the stack to the stack again after passing through the cooling water passage disposed in the body of the high pressure reducing valve;
A filling port for filling fuel from the outside of the fuel cell vehicle;
A first tank portion that is provided in a vehicle width direction of the vehicle and accumulates fuel supplied from the filling port;
A tank shaft is provided in the front-rear direction of the vehicle, and accumulates fuel supplied from the first tank portion, and includes a second tank portion that supplies fuel to the stack case,
The tanks of the first tank part and the second tank part are connected in series,
Fuel cell vehicle.

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