FUEL CELL MOUNTING STRUCTURE

Abstract

Fuel cell mounting structure (10) for mounting a fuel cell (20) in a vehicle body, comprising: a pair consisting of one left and one right element (50) after installation in the transverse direction of the vehicle body, each of which is attached to suspension elements (30) by means of front connecting sections (52A) and rear connecting sections (52B) after installation in the longitudinal direction of the vehicle body; and the fuel cell (20), which is supported at least by the pair of left and right elements (50) and is arranged above the suspension elements (30) with respect to a vehicle body, wherein either the front connecting sections (52A) or the rear connecting sections (52B) are mounted so that they can be rotated about an axis of rotation extending in the transverse direction of the vehicle, and the others are formed from the front connecting sections (52A) and the rear connecting sections (52B) in such a way that they separate from the suspension elements (30) due to predetermined breaking sections (55), characterized in that the elements (50) are vibration-damping, and the predetermined breaking sections (55) break when a load from a longitudinal direction of the vehicle body is introduced into the fuel cell (20).

Description

BACKGROUND Technical area

[0001] The present disclosure relates to a fuel cell mounting structure having the features of the preamble of claim 1. State of the art

[0002] A structure is known in which a predetermined breaking point is formed on a holder for an engine (drive unit) mounting and, due to this predetermined breaking point, which breaks in the event of a collision of the vehicle, the engine falls out of the vehicle, preventing the engine from flying into the passenger compartment (see, for example, JP 2004 - 231 018 A).

[0003] However, the structure described above cannot be used if the drive unit is a fuel cell, as laws and regulations prohibit the fuel cell from falling out of the vehicle in the event of a collision.

[0004] In particular, there is room for improvement in a structure that reduces the load transfer to a fuel cell in a vehicle collision without causing the fuel cell to fall out of the vehicle. JP 2013-112123 A discloses a mounting structure in which a fuel cell can rotate into the vehicle about a vertical axis upon impact. JP 2016-153288 A, JP 2011-162108 A, and JP 2012-035744 A each disclose a mounting structure according to the preamble of claim 1. SUMMARY

[0005] It is an object of the present disclosure to provide a fuel cell mounting structure that can reduce the load transfer to a fuel cell in a vehicle collision without causing the fuel cell to separate from the vehicle. This object is achieved by a structure according to one of the independent claims.

[0006] A fuel cell mounting structure according to a first aspect of the present disclosure comprises the features listed in claim 1.

[0007] According to the first aspect of the present disclosure, when a load is introduced into the fuel cell in the longitudinal direction of the vehicle body, the predetermined breaking points break, and the fuel cell rotates with the transverse direction of the vehicle as its axis of rotation in the longitudinal direction of the vehicle body. Consequently, in a collision of the vehicle, a load introduced into the fuel cell is weakened without the fuel cell separating from the vehicle.

[0008] Advantageous further developments are the subject of the dependent claims. A fuel cell mounting structure according to a second aspect of the present disclosure comprises the features listed in claim 2.

[0009] According to the second aspect of the present disclosure, when a load is introduced into the fuel cell in the longitudinal direction of the vehicle body, the anchor sections separate, and the fuel cell rotates with the transverse direction of the vehicle as its axis of rotation in the longitudinal direction of the vehicle body. Consequently, in a collision of the vehicle, a load introduced into the fuel cell is attenuated without the fuel cell separating from the vehicle.

[0010] A fuel cell mounting structure according to a third aspect of the present disclosure is the fuel cell mounting structure according to claim 3.

[0011] According to the third aspect of the present disclosure, the predetermined breaking points have a thickness that is thinner than that of other areas. Consequently, in comparison with a structure in which the predetermined breaking points do not have a thickness that is thinner than that of other areas, the predetermined breaking points can break easily when a load is introduced into the fuel cell in the longitudinal direction of the vehicle body.

[0012] A fuel cell mounting structure according to a fourth aspect of the present disclosure is the fuel cell mounting structure according to any one of claims 4 to 6.

[0013] According to the fourth aspect, the anchor sections are essentially U-shaped when viewed from the side of the vehicle. Therefore, in comparison to a structure where the anchor sections are not essentially U-shaped when viewed from the side of the vehicle, the anchor sections can easily separate if a load is introduced into the fuel cell along the longitudinal direction of the vehicle body.

[0014] According to the first and second aspects of the present disclosure, in the event of a collision of a vehicle, a load transfer to a fuel cell can be reduced without the fuel cell separating from the vehicle.

[0015] According to the third aspect of the present disclosure, predetermined breaking points can easily break when a load is applied to a fuel cell from the longitudinal direction of the vehicle body.

[0016] According to the fourth aspect of the present disclosure, anchor sections can easily separate when a load is applied to a fuel cell from the longitudinal direction of the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Exemplary embodiments of the present disclosure are described in detail below on the basis of the accompanying drawings, wherein: Fig. 1 is a schematic drawing showing a vehicle to which the fastening structures of the present embodiments are applied; Fig. 2 is a perspective view showing a fastening structure of a first embodiment; Fig. 3 is a side view showing a fastening structure of the first embodiment; Fig. 4 is a side view showing a condition in which, according to the first embodiment, a load has been introduced from the front of the vehicle body into a BZ stack of the fastening structure and predetermined breaking sections of front fastening elements have broken; Fig. 5 is a side view showing a state in which the BZ stack of the fastening structure according to the first embodiment has been rotated with the vehicle transverse direction as the axis of rotation to the rear of the vehicle body; Fig. 6 is a side view showing a fastening structure according to a second embodiment; Fig. 7 is a side view showing a state in which, according to the second embodiment, a load has been introduced from the front of the vehicle body into the BZ stack of the fastening structure, anchor sections have been separated and the BZ stack has been rotated with the vehicle transverse direction as the axis of rotation to the rear of the vehicle body; Fig. 8 is a side view showing a fastening structure according to a third embodiment; Fig. 9 is a side view showing a state in which, according to the third embodiment, inertial forces directed towards the front of the body have been introduced into the BZ stack of the fastening structure, predetermined breaking sections of the front fastening elements have been broken and the BZ stack has been rotated with the vehicle transverse direction as the axis of rotation towards the front of the vehicle body; Fig. 10 is a side view showing a fastening structure according to a fourth embodiment; and Fig. 11 is a side view showing a state in which, according to the fourth embodiment, inertial forces directed towards the front of the body have been introduced onto the BZ stack of the fastening structure, anchor sections have been separated and the BZ stack has been rotated with the vehicle transverse direction as the axis of rotation towards the front of the vehicle body. DETAILED DESCRIPTION

[0018] The following are detailed descriptions of embodiments according to the present disclosure with reference to the drawings. It should be noted that, for the sake of simplicity, an UP arrow shown in the respective drawings denotes an upward direction with respect to the vehicle body (vehicle body upward direction), a FRONT arrow denotes a forward direction with respect to the vehicle body (the vehicle body forward direction), and a REAR arrow denotes a backward direction with respect to the vehicle body (the vehicle body reverse direction). Furthermore, in the following description, the terms vertical, longitudinal, and left-right direction refer to the vehicle body's vertical direction, the vehicle body's longitudinal direction, and the vehicle body's left-right direction, respectively (the vehicle's transverse direction). <Erste Ausführungsform>

[0019] First, a fastening structure 10 according to a first embodiment (see Fig. 2) described. As it is in Fig. Figure 1 shows a vehicle 12 to which the mounting structure 10 is applied, a drive motor 14 arranged on a rear section of the vehicle 12, a hydrogen cylinder 16 arranged on a lower section of the rear seat, a storage battery 18 arranged on a lower section of the front seat, a fuel cell stack 20 serving as a fuel cell and arranged on a front section of the vehicle 12, and a power control unit 48 arranged above the fuel cell stack 20 with respect to the vehicle body.

[0020] The drive motor 14 is powered by electrical power supplied by the storage battery 18. The output power of the drive motor 14 is transmitted to rear wheels 15 via a gear mechanism (not shown). The storage battery 18 is a rechargeable / dischargeable battery and is suitable for recovering regenerated electrical power from the drive motor 14 during deceleration regeneration.

[0021] It should be noted that, for example, a nickel-hydrogen secondary battery is suitable as the storage battery 18 according to the present embodiment. However, the storage battery 18 is not limited to this type; another battery can be used, provided it is a rechargeable / dischargeable battery. Furthermore, a lithium-hydrogen secondary battery, a lead-acid storage battery, or the like can be used as the storage battery 18.

[0022] The hydrogen cylinder 16 is a container in which hydrogen gas, to be supplied to the fuel cell stack 20, is filled and compressed. Fig. Figure 1 shows only one hydrogen cylinder 16. However, the present disclosure is not limited to a structure in which only one hydrogen cylinder 16 is provided, but can include several hydrogen cylinders 16.

[0023] The fuel cell stack 20 is a stacked structure in which several individual cells, which are structural units, are layered or arranged on top of each other and functions as a high-voltage power source. Each individual cell that forms the fuel cell stack 20 is a structure that generates current through electrochemical reactions between the hydrogen gas supplied by the hydrogen cylinder 16 and an air compressor 44 described below (see Fig. 2) produced by compressed air.

[0024] The power control unit 48 is a control device with an inverter that converts a DC voltage, which is a high voltage and is used at the fuel cell stack 20 and the storage battery 18, into an AC voltage for driving the drive motor 14. It should be noted that both the fuel cell stack 20 and the power control unit 48 are arranged in a drive unit chamber located at the front section of the vehicle 12.

[0025] Furthermore, the BZ stack has 20, as it says in Fig. 2 and Fig. Figure 3 shows the component essentially in the shape of a parallelepiped and is arranged on and attached to the upper surface of a stacking frame 24. Specifically, a front and a rear pair of fasteners 22, projecting outwards from respective side walls in the transverse direction of the vehicle, are arranged on both the left and right side walls of the BZ stack 20. These fasteners 22 are each attached to the outer circumferential section of the stacking frame 24 by screws and nuts (none of which are shown).

[0026] In plan view, the stacking frame 24 essentially forms a rectangular plate, the thickness of which is in the vertical direction of the vehicle body. A vertical wall section 26, projecting upwards from the vehicle body, is formed integrally with the front end section of the stacking frame 24. Screw holes (not shown), oriented axially in the transverse direction of the vehicle, are formed in the upper section of the vertical wall section 26. Screws 68, described below, are screwed into these screw holes.

[0027] Furthermore, the BZ stack 20, as it is in Fig. The stacking frame 24, as shown in Figure 2, is arranged with respect to the vehicle body via suspension elements 30. The suspension elements 30 are arranged with respect to the vehicle body below the front sections of a pair consisting of a left and a right element (not shown), which extend in the longitudinal direction of the vehicle body, and are supported by hanging from these front elements.

[0028] The suspension element 30 comprises a pair of left and right side rail sections 32 extending longitudinally along the vehicle body. The distance between the side rail sections 32 increases towards the front of the body, and their front end sections are integrally connected by a front transverse element 36 extending transversely along the vehicle. The rear end sections of the side rail sections 32 are integrally connected by a rear transverse element 38 extending transversely along the vehicle. In particular, the suspension element 30, viewed from the top of the vehicle body, essentially has the form of a rectangular frame.

[0029] An auxiliary device 40, which does not touch the suspension element 30, is attached to the base of the stacking frame 24. The auxiliary device 40 comprises a compressor 42 for the air conditioning system, which compresses and liquefies a refrigerant used in the air conditioning system; a water pump (not shown) for the fuel cell, which serves as a pump that circulates cooling water; the air compressor 44 for supplying compressed air to the fuel cell stack 20; and a hydrogen pump (not shown) that circulates hydrogen gas.

[0030] Lines forming a flow path for the coolant are connected to the compressor 42 for the air conditioning system, and lines forming a flow path for the cooling water are connected to the water pump for the fuel cell. Lines forming a flow path for hydrogen are connected to the hydrogen pump. The fuel cell water pump, which circulates cooling water, cools the fuel cell stack 20 and maintains it at a predetermined temperature. The hydrogen pump supplies hydrogen gas from the fuel cell stack 20, which is discharged as is, i.e., without having reacted, back to the fuel cell stack 20.

[0031] The additional device 40 described above is arranged such that it is substantially concealed by the stacking frame 24 in plan view. A DC-DC converter 46, which is smaller than the fuel cell stack 20 in plan view, is mounted on the upper surface of the fuel cell stack 20. The DC-DC converter 46 is electrically connected to the fuel cell stack 20 and converts the voltage of the direct current generated by the fuel cell stack 20 into a different voltage.

[0032] As it is in Fig. 2 and Fig. As shown in Figure 3, the stacking frame 24, on whose upper surface the BZ stack 20 is attached, is supported by several vibration-damping elements which serve as support means and are attached to the respective side rail sections 32, i.e. by a pair of a left and a right front mounting element 50 and a pair of a left and a right rear mounting element 60. The stacking frame 24 is arranged above the suspension elements 30 with respect to the vehicle body.

[0033] This means that the front mounting elements 50, each serving as a front vibration damping element, are attached to the front sections of the pair consisting of the left and right side rail sections 32. The rear mounting elements 60, each serving as a rear vibration damping element, are attached to the rear sections of the pair consisting of the left and right side rail sections 32.

[0034] Each of the front fastening elements 50 comprises a front fastening main body 52, the plate thickness direction of which is the transverse direction of the vehicle, and a pair of a left and a right holder 58 for fastening a front connecting section 52A and a rear connecting section 52B, which are located on the lower end section of this front fastening main body 52, on the upper surface of the side rail section 32.

[0035] The pair of left and right brackets 58 is fastened to the side rail section 32 by screws 70 and weld nuts (not shown) at the connecting section that is linked to the front cross member 36. The interval in the transverse direction of the vehicle between the pair of left and right brackets 58 is essentially equal to the plate thickness of the front mounting main bodies 52.

[0036] Furthermore, a through-hole (not shown), through which a screw 72 is inserted, is formed in the front connecting section 52A, which is located at the lower end section of the front mounting main body 52, as shown in Fig. Figure 3 shows an anchor section 54, which is essentially "U"-shaped, opens downwards in a side view of the vehicle with respect to the vehicle body and can attach to a shaft section 74A of a screw 74, is formed in the rear connecting section 52B, which is located at the lower end section of the front main fastening bodies 52.

[0037] Front through-holes (not shown) and rear through-holes (not shown), through which the screws 72, 74 pass, are formed in the upper sections of the pair of left and right brackets 58, which are positioned opposite each other at the aforementioned distance in the transverse direction of the vehicle. These through-holes can communicate with the through-hole formed in the front connecting section 52A of the front mounting main bodies 52, and with the anchor section 54 formed on the rear connecting section 52B, respectively.

[0038] Accordingly, due to the lower end section of the front mounting main body 52, which is inserted between the pair of left and right holders 58, and the screw 72, which is guided from the outside in the transverse direction of the vehicle through the front through holes of the pair of left and right holders 58 and through the through hole of the front connecting section 52A, and the screw 72, which is screwed with a nut (not shown), this front connecting section 52A is supported in such a way that it is rotatable with the transverse direction of the vehicle as the axial direction (about the screw 72) with respect to the holder 58.

[0039] Furthermore, this rear connecting section 52B is held by the screw 74, which is guided in the transverse direction of the vehicle from the outside through the rear through-holes of the pair of left and right brackets 58, the anchor section 54 of the rear connecting section 52B, which is located in relation to the vehicle body from above in contact with and is anchored to the shaft section 74A of the screw 74, and the screw 74, which is screwed with a nut (not shown), by the pair of left and right brackets 58 with a predetermined pressure.

[0040] This places the lower end section (the front connecting section 52A and the rear connecting section 52B) of the front mounting main body 52 in a state with a predetermined distance S1 via the holders 58 (see Fig. 3) attached in the vehicle body vertical direction with respect to the upper surface of the suspension element 30.

[0041] Furthermore, a predetermined breaking point 55 is formed on the section of the anchor section 54 that is located above the shaft section 74A of the screw 74 (the section located above the shaft section 74A of the screw 74). The predetermined breaking point 55 is formed, for example, by having a portion of it in the form of a plate that is thinner than the other portions (its thickness is reduced). The predetermined breaking point 55 is designed such that, if a load is applied to the predetermined breaking point 55 from below by the shaft section 74A of the screw 74, the predetermined breaking point 55 can be fractured from below by the shaft section 74A of the screw 74.

[0042] Furthermore, a through-hole (not shown) is formed in the upper section of the front mounting body 52, and the screw 68 is passed through this through-hole. The screw 68 is screwed to the upright wall section 26, which is located at the front end section of the stacking frame 24. The front mounting element 50 (the front mounting body 52) is fastened to the stacking frame 24 by this screw 68.

[0043] It should be noted that an elastic body 56, which is elastically deformable and serves as a vibration-damping rubber, is arranged between the inner circumferential surface of this through-hole and the outer circumferential surface of the screw 68. The screw 68 is fastened to the upper section of the front fastening element 50 (the front main fastening body 52) via this elastic body 56. Furthermore, a cutout section 53, which is essentially arc-shaped upwards in the side view of the vehicle body, is formed on the lower end section of the front main fastening body 52, between the front connecting section 52A and the rear connecting section 52B.

[0044] The rear fastening element 60 is essentially formed in the shape of a cylinder, the axial direction of which is the vertical direction of the vehicle body. An elastic body (not shown), which is elastically deformable and serves as a vibration-damping rubber, is arranged inside the rear fastening element 60. The rear fastening element 60 is positioned on the side rail section 32 such that it is offset further towards the front of the body than the connecting section that is connected to the rear transverse element 38 and is offset outwards in the transverse direction of the vehicle.

[0045] In particular, the lower end section of the rear fastening element 60 is attached to a lower fastening part 34, which projects outwards from the upper surface of the side rail section 32 in the transverse direction of the vehicle. The upper end section of the rear fastening element 60 is attached to an upper mounting plate 28, which projects outwards from the bottom surface of the stacking frame 24 in the transverse direction of the vehicle. Thus, the rear fastening element 60 is positioned between the lower fastening part 34 and the upper fastening part 28, further outwards in the transverse direction of the vehicle than the side rail section 32 and the stacking frame 24, and connects the lower fastening part 34 and the upper fastening part 28 in the vertical direction of the vehicle body.

[0046] Furthermore, the strength of the rear fastening element 60 is less than the connection strength of the BZ stack 20 to the stacking frame 24. As described below, if a load is introduced into the BZ stack 20 from the front of the vehicle body, the rear fastening element 60 will be damaged before the BZ stack 20 is damaged.

[0047] The following describes the mode of operation of the fastening structure 10 according to the first embodiment formed as described above.

[0048] As it is in Fig. As shown in Figure 4, if a collision load F is introduced into the BZ stack 20 from the front of the vehicle body during a frontal collision of the vehicle 12 (e.g., in a frontal collision where the vehicle 12 drives into the rear bumper of a truck), the rear fasteners 60 are damaged before the BZ stack 20 is damaged, and a load to the rear of the vehicle body is introduced via the stack frame 24 into the standing wall section 26, and a load to the rear of the vehicle body is introduced via the standing wall section 26 (the bolts 68 and the elastic body 56) into the upper sections of the front fasteners 50 (the front main fastening body 52).

[0049] Subsequently, the upper sections of the front mounting bodies 52 begin to rotate around the screws 72, which are guided through the through-holes of the front connecting sections 52A located at the lower end sections of the front mounting bodies 52, towards the rear of the vehicle body. Therefore, the anchor sections 54 exert a load downwards with respect to the vehicle body on the shaft sections 74A of the screws 74, which are attached to the anchor sections 54 of the rear connecting sections 52B, which are located adjacent to the lower end sections of the front mounting bodies 52. In particular, the shaft sections 74A of the screws 74 exert a load downwards on the shear sections 55 of the anchor sections 54. As a result, the shear sections 55 break from below, and the rear connecting sections 52B separate from the suspension elements 30.

[0050] Furthermore, the predetermined distance S1 is formed between the lower end sections of the front mounting main bodies 52 and the upper surfaces of the suspension elements 30. Thus, they rotate as described in Fig. As shown in Figure 5, the front mounting bodies 52 rotate around the rear of the vehicle body by means of the screws 72, which pass through the through holes of the front connecting sections 52A located at the lower end sections of the front mounting bodies 52. Consequently, at least part of the energy of the collision load F introduced into the fuel cell stack 20 is absorbed by the rotation of the front mounting bodies 52 (of the fuel cell stack 20) ​​towards the rear of the vehicle body.

[0051] In this way, according to the first embodiment, the introduction of a load into the fuel cell stack 20 can be mitigated without the fuel cell stack 20 separating from the vehicle 12. Furthermore, there is no need to provide a separate protective element or the like to protect the fuel cell stack 20. Therefore, manufacturing costs can be reduced, an increase in the weight of the vehicle 12 can be minimized or prevented, and a deterioration in fuel efficiency can be minimized or prevented.

[0052] Furthermore, the auxiliary device 40 is arranged such that it is substantially concealed by the stacking frame 24 in a top view. Therefore, even when using the suspension elements (not shown) of conventional vehicles that use only one engine as the drive source, mutual interference between the auxiliary device 40 and the suspension elements can be reduced or prevented. Consequently, the suspension elements can be used in conjunction with conventional vehicles, and the component costs (manufacturing costs) can be reduced. <Zweite Ausführungsform>

[0053] A fastening structure 10 according to a second embodiment is described below. It should be noted that areas equivalent to those of the first embodiment are designated by the same reference numerals, and a description thereof (including a description of common functions) has been omitted where appropriate.

[0054] As it is in Fig. As shown in Figure 6, according to the second embodiment, the orientation of the anchor section 54, which is formed on the rear connecting section 52B located at the lower end section of the front mounting main bodies 52, is reversed compared to the first embodiment. In particular, this anchor section 54 is essentially U-shaped in a side view of the vehicle, opening upwards with respect to the vehicle body, and is located below the shaft section 74A of the screw 74. Furthermore, the rear connecting section 52B, located at the lower end section of the front mounting main bodies 52, is held by the pair of left and right retainers 58 with a predetermined pressure by the screw 74, which is screwed to it with a nut (not shown).

[0055] Accordingly, in the second embodiment, in a frontal collision of the vehicle 12, when the collision load F is introduced from the front of the vehicle body into the BZ stack 20, and the front mounting main body 52 begins to rotate towards the rear of the vehicle body about the screws 72, which are inserted through the through holes of the front connecting sections 52A located at the lower end sections of the front mounting main bodies 52, as shown in Fig. 7, a downward load with respect to the vehicle body is exerted on the rear connecting sections 52B, which are located at the lower end sections of the front mounting main bodies 52, so that the anchor sections 54 separate from the shaft sections 74A of the bolts 74.

[0056] In particular, the front main mounting bodies 52 rotate as the rear connecting sections 52B separate from the suspension elements 30 and predetermined distances S2 (see Fig. 6) between the lower end sections of the front mounting bodies 52 and the upper surfaces of the suspension elements 30, in order to direct the screws 72, which are inserted through the through holes of the front connecting sections 52A located on the lower end sections of the front mounting bodies 52, towards the rear of the vehicle body. Consequently, at least part of the energy of the collision load F introduced into the BZ stack 20 is absorbed by the rotation of the front mounting bodies 52 (the BZ stack 20) ​​towards the rear of the vehicle body.

[0057] In this way, according to the second embodiment, the introduction of a load into the BZ stack 20 can be mitigated without the BZ stack 20 separating from the vehicle 12. It should be noted that in the structure according to the second embodiment, only the anchor sections 54 separate from the shaft sections 74A of the bolts 74. Therefore, this is a structure in which the predetermined breaking points 55 are not formed on the sections (there is no need to form the predetermined breaking points 55) that are located from below in contact with the shaft sections 74A of the bolts 74 (the sections that are arranged below the shaft sections 74A of the bolts 74) of the anchor sections 54. <Dritte Ausführungsform>

[0058] A fastening structure 10 according to a third embodiment is described below. It should be noted that areas equivalent to those of the first and second embodiments are designated with the same reference numerals, and a detailed description thereof (including a description of their common function) has been omitted where appropriate.

[0059] As it is in Fig. As shown in Figure 8, in the third embodiment a cutout section 62, which is cut out further upwards with respect to the vehicle body than the cutout section 53 of the first embodiment, is formed in the lower end section of the front mounting main body 52. ​​The upper section of the front mounting main body 52 and the rear connecting section 52B, which includes the anchor section 54, are connected by a predetermined breaking point section 66, which is narrower and has a sufficient yield strength under normal conditions (when no load is introduced from the longitudinal direction of the vehicle body into the BZ stack 20).

[0060] Accordingly, in the third embodiment, in the event of a frontal collision of the vehicle 12, if a load directed towards the front of the body is introduced into the BZ stack 20 due to inertial forces, a load directed towards the front of the body is introduced via the stack frame 24 into the standing wall section 26 and a load directed towards the front of the body is introduced via the standing wall section 26 (the screws 68 and the elastic body 56) into the upper sections of the front fastening elements 50 (of the front fastening main body 52).

[0061] Then, for example, things break, as described in Fig. As shown in Figure 9, when the upper end sections of the rear fasteners 60, which are attached to the upper fasteners 28 of the stacking frame 24, are pulled, the predetermined breaking sections 66 of the front main mounting bodies 52 are pulled and break due to a concentration of load. The rear connecting sections 52B then separate from the suspension elements 30, and the front main mounting bodies 52 rotate about the screws 72, which are inserted through the through holes of the front connecting sections 52A located at the lower end sections of the front main mounting bodies 52, towards the front of the vehicle body. Consequently, at least part of the energy of the load introduced into the BZ stack 20 is absorbed by the rotation of the front main mounting bodies 52 (of the BZ stack 20) ​​towards the front of the vehicle body.

[0062] In this way, according to the third embodiment, the introduction of a load into the fuel cell stack 20 can be reduced without the fuel cell stack 20 separating from the vehicle 12. It should be noted that in the third embodiment, an impact absorption element (not shown), such as a crash box, can be arranged on the front surface of the fuel cell stack 20.

[0063] In particular, this impact absorption element deforms plastically and absorbs energy when the BZ stack 20 rotates (moves) towards the front of the vehicle body around the screws 72, which are inserted through the through-holes of the front connecting sections 52A. This reduces or prevents a collision of the BZ stack 20 with vehicle structural parts (not shown) located in the front section of the vehicle body and a breakage of the BZ stack 20. <Vierte Ausführungsform>

[0064] A fastening structure 10 according to a fourth embodiment is described below. It should be noted that areas equivalent to those of the first through third embodiments are designated by the same reference numerals, and a detailed description thereof (including a description of their common function) has been omitted where appropriate.

[0065] As it is in Fig. As shown in Figure 10, according to the fourth embodiment, the anchor section 54 is not formed on the rear connecting section 52B, which is located on the lower end section of the front mounting main body 52. ​​An anchor section 64, which is essentially "U"-shaped in a side view of the vehicle and opens upwards with respect to the vehicle body, is formed on the upper end section of the rear of the holder 58.

[0066] Furthermore, a through-hole (not shown) is formed in the rear connecting section 52B, which is located at the lower end section of the front mounting main bodies 52, and the screw 74 is inserted through this through-hole. Consequently, by means of the shaft section 74A of the screw 74, which is located from above in contact with the armature section 64 of the holder 58, and by the fact that the screw 74 is screwed to it with a nut (not shown), the rear connecting section 52B, which is located at the lower end section of the front mounting main bodies 52, is held by the pair of left and right holders 58 with a predetermined pressure.

[0067] Accordingly, in the fourth embodiment, in the event of a frontal collision of the vehicle 12, if inertial forces introduce a load directed towards the front of the body into the BZ stack 20, a load directed towards the front of the body is introduced via the stack frames 24 into the standing wall section 26 and a load directed towards the front of the body is introduced via the standing wall section 26 (the screws 68 and the elastic body 56) into the upper sections of the front fastening elements 50 (the front fastening main bodies 52).

[0068] Subsequently, the upper end sections of the rear fastening elements 60, which are attached to the upper fastening elements 28 of the stacking frame 24, break off, as is the case, for example, in Fig.As shown in Figure 11, the shaft sections 74A of the screws 74 separate from the anchor sections 64 of the holders 58, the rear connecting sections 52B separate from the suspension elements 30, and the front mounting bodies 52 rotate about the screws 72, which are inserted through the through holes of the front connecting sections 52A located at the lower end sections of the front mounting bodies 52, towards the front of the car body. Consequently, at least part of the energy of the load introduced into the BZ stack 20 is absorbed by the rotation of the front mounting bodies 52 (the BZ stack 20) ​​towards the front of the car body.

[0069] In this way, according to the fourth embodiment, the introduction of a load into the fuel cell stack 20 can be attenuated without the fuel cell stack 20 separating from the vehicle 12. It should be noted that, according to the fourth embodiment as well as the third embodiment described above, an impact absorption element (not shown), such as a crash box, can be arranged on the front surface of the fuel cell stack 20.

[0070] In particular, this impact absorption element is plastically deformed and absorbs energy when the BZ stack 20 rotates (moves) towards the front of the vehicle body around the screws 72, which are inserted through the through-holes of the front connecting sections 52A. This reduces or prevents a collision of the BZ stack 20 with vehicle structural parts (not shown) located in the front section of the vehicle body and a breakage of the BZ stack 20.

[0071] The fastening structures 10 of the fuel cell stack 20 according to the present embodiments are described above with reference to the drawings, but the fastening structures 10 according to the present embodiments are not limited to the structures shown; rather, their designs can be suitably modified within the scope of protection of this disclosure without deviating from the core. For example, in the structure according to the third embodiment, the predetermined breaking sections 66 break. Therefore, it is sufficient if the rear connecting sections 52B are fastened to the holders 58, and the embodiments are not limited to a structure in which the rear connecting sections 52B are fastened by the screws 74 and the nuts.

[0072] Furthermore, according to the first to fourth embodiments, the structure of the front connecting sections 52A and the structure of the rear connecting sections 52B can be reversed. In particular, a structure is conceivable in which, in the first embodiment, the anchor sections 54, which are located from above in contact with the shaft sections of the screws 72, are formed on the front connecting sections 52A, and when a load is introduced into the BZ stack 20 from the front of the vehicle body, these anchor sections 54 separate from the shaft sections of the screws 72, the front connecting sections 52A separate from the suspension elements 30, and thereby the BZ stack 20 rotates around the screws 74, which are inserted through the through holes of the rear connecting sections 52B, towards the rear of the vehicle body.

[0073] Furthermore, according to the second embodiment, a structure is conceivable in which the anchor sections 54, which comprise the predetermined breaking sections 55 and are located from above in contact with the shaft sections of the screws 72, are formed on the front connecting sections 52A, and when a load is introduced from the vehicle body into the BZ stack 2, the predetermined breaking sections 55 of the anchor sections 54 are broken from above by the shaft sections of the screws 72, the front connecting sections 52A separate from the suspension elements 30 and thereby the BZ stack 20 rotates around the screws 74, which are inserted through the through holes of the rear connecting sections 52B, towards the rear of the vehicle body.

[0074] Furthermore, according to the third embodiment, a structure is conceivable in which the upper sections of the front mounting main bodies 52 and the front connecting sections 52A, which include the anchor sections 54, are connected by the predetermined breaking sections 66, which are narrow, and when, due to inertial forces, a load directed towards the front of the body is introduced into the BZ stack 20, these predetermined breaking sections 66 break due to a concentration of the compression load, the front connecting sections 52A separate from the suspension elements 30 and the BZ stack 20 rotates towards the front of the body about the screws 74, which are inserted through the through holes of the rear connecting sections 52B.

[0075] Furthermore, according to the fourth embodiment, a structure is conceivable in which the anchor sections 64, which are essentially "U"-shaped in a side view and are located in contact with the shaft sections of the screws 72, which are guided through the through holes of the front connecting sections 52A, are formed at the upper end sections of the front holder 58 and not of the rear holder 58, and, as in the first embodiment and the second embodiment, when a load is introduced from the front of the vehicle body into the BZ stack 20, the shaft sections of the screws 72 separate from anchor sections 64 of the holders 58, the front connecting sections 52A separate from the suspension elements 30 and the BZ stack 20 rotates around the screws 74, which are inserted through the through holes of the rear connecting section 52B, towards the rear of the vehicle body.

[0076] It should be noted that the predetermined breaking sections 55 are not limited to structures that are thinner than other areas, but may, for example, be narrower than other areas, or the like. Furthermore, the anchor sections 54 are also not limited to structures that, in a side view of the vehicle, may be essentially "U"-shaped, but may, for example, be essentially "V"-shaped.

Claims

[1] Fuel cell mounting structure (10) for mounting a fuel cell (20) in a vehicle body, comprising: a pair consisting of one left and one right element (50) after installation in the transverse direction of the vehicle body, each of which is attached to suspension elements (30) by means of front connecting sections (52A) and rear connecting sections (52B) after installation in the longitudinal direction of the vehicle body; and the fuel cell (20), which is supported at least by the pair of left and right elements (50) and is arranged above the suspension elements (30) with respect to a vehicle body, wherein either the front connecting sections (52A) or the rear connecting sections (52B) are mounted so that they can be rotated about an axis of rotation extending in the transverse direction of the vehicle, and the others are formed from the front connecting sections (52A) and the rear connecting sections (52B) in such a way that they separate from the suspension elements (30) due to predetermined breaking sections (55), characterized by , that the elements (50) are vibration damping, and the predetermined breaking sections (55) break when a load from a vehicle body longitudinal direction is introduced into the fuel cell (20). [2] Fuel cell mounting structure (10) according to claim 1, wherein the predetermined breaking sections (55) are provided on anchor sections (54). [3] Fuel cell mounting structure (10) according to claim 1, wherein the predetermined breaking sections (55) have a thickness that is thinner than that of other areas of the associated connecting sections (52A, 52B). [4] Fuel cell mounting structure (10) according to claim 2, wherein the anchor sections (54) are formed in a “U” shape in a side view of the vehicle. [5] Fuel cell mounting structure (10) according to claim 2, wherein the anchor sections (54) are formed in a "U" shape in a side view of the vehicle and are open downwards with respect to the vehicle body. [6] Fuel cell mounting structure (10) according to claim 2, wherein the anchor sections (54) are formed in a “U” shape in a side view of the vehicle and are open upwards with respect to the vehicle body.

Images