Fuel cell vehicle

Abstract

Fuel cell vehicle (1), comprising: a fuel cell stack (10), a high-voltage component (11), an ion exchanger (47), and a cooler (43) accommodated in a front compartment (R) at a front side of the vehicle, wherein the high-voltage component (11) is arranged at an upper portion of the fuel cell stack (10) from which electric power is supplied, wherein the ion exchanger (47) is mounted on the fuel cell stack (10), wherein the cooler (43) is arranged at a distance from the ion exchanger (47) at a front side of the vehicle with respect to the ion exchanger (47), wherein the fuel cell stack (10) is arranged on and secured to a stack frame (12) mounted in the front compartment (R), wherein the stacking frame (12) is connected to and fastened to a chassis (13) of the fuel cell vehicle (1) via a bracket (14), wherein the ion exchanger (47) contains: a pipe section (47b) acting as a damping section having a bottom that deforms due to an impact load of the radiator (43) moving toward the pipe section (47b) to dampen the impact load from the radiator (43) when a front side of the fuel cell vehicle (1) collides; and a cap portion (47a) acting as a highly rigid portion, which is fixed to the pipe portion (47b) via a fixing member to cover an opening of the pipe portion (47b) and which suppresses additional deformation of the pipe portion (47b) when the impact load from the radiator (43) becomes equal to or greater than a predetermined magnitude, and wherein the stacking frame (12) and the chassis (13) are connected and fixed via the bracket (14) such that the stacking frame (12) is detached from the chassis (13) due to the impact load from the radiator (43) when the cap portion (47a) limits the additional deformation of the tube portion (47b).

Description

BACKGROUNDTechnical field

[0001] The present disclosure relates to a fuel cell vehicle on which a fuel cell system is mounted. State of the art

[0002] A conventional fuel cell vehicle includes a fuel cell stack and a high-voltage component, such as a power control unit (PCU), arranged in a front compartment at the front of the vehicle. The fuel cell stack is attached to a stack frame, and the high-voltage component is arranged at an upper portion of the fuel cell stack (see, for example, JP 2017 - 190 090 A). DE 10 2016 115 702 A1 discloses a configuration in which, during a head-on collision, a radiator moves toward a fuel cell assembly, with a buffer element arranged between the radiator and the fuel cell assembly absorbing the collision energy. The buffer element can be an air filter, an air intake, or an ion exchanger of the fuel cell vehicle, with a surface of the buffer element being configured with a rib that increases strength in the front-rear direction.For the state of the art, reference is also made to DE 10 2018 109 378 A1, DE 10 2017 128 829 A1, DE 11 2015 002 691 T5, DE 10 2015 204 079 A1 and DE 10 2017 104 491 A1. SUMMARY

[0003] However, in a frontal collision of a fuel cell vehicle with the structure described above, the fuel cell stack and the high-voltage component, for example, could be crushed or crushed due to vehicle deformation, resulting in damage. Since the fuel cell stack and the high-voltage component, which are supplied with electrical power from the fuel cell stack, are critical components for driving the vehicle in a fuel cell vehicle, damage in a collision should be reduced as much as possible.

[0004] The present disclosure proposes a fuel cell vehicle that makes it possible to suppress damage to a fuel cell stack and a high-voltage component as important components to a minimum when the vehicle collides from a front side.

[0005] Based on the problem described above, a fuel cell vehicle according to the present disclosure includes a fuel cell stack, a high-voltage component, an ion exchanger, and a cooler housed in a front compartment at a front of the vehicle. The high-voltage component is arranged at an upper portion of the fuel cell stack from which electric power is supplied. The ion exchanger is mounted on the fuel cell stack. The cooler is arranged at a distance from the ion exchanger at a front of the vehicle with respect to the ion exchanger. The fuel cell stack is arranged on and fixed to a stack frame mounted in the front compartment. The stack frame is connected to and fixed to a chassis of the fuel cell vehicle via a bracket.The ion exchanger includes a tube portion having a bottom and a cap portion acting as a high-rigidity portion. The cap portion deforms due to an impact load from the cooler moving toward the ion exchanger to cushion the impact load from the cooler when a front end of the fuel cell vehicle collides. The high-rigidity portion is fixed to the tube portion via a fastener to cover an opening of the tube portion and suppresses additional deformation of the tube portion when the impact load from the cooler becomes equal to or greater than a predetermined size. The stack frame and the chassis are connected and fixed via the bracket such that the stack frame is detached from the chassis due to the impact load from the cooler when the cap portion limits the additional deformation of the tube portion.

[0006] When the fuel cell vehicle of the present disclosure is configured as described above, when the vehicle collides from the front, the impact load due to the collision deforms the chassis, and the radiator in the front compartment at the front of the vehicle moves rearward due to the impact. When the impact load is small (a range of motion is small), the cushioning portion (the tube portion) of the ion exchanger deforms to reduce the impact.

[0007] On the other hand, under a large impact load (the range of motion is large), the stacking frame on which the fuel cell stack is arranged and fixed is detached from the chassis. This prevents the fuel cell stack and the high-voltage component from absorbing the entire impact load from the cooler along with the stacking frame. This minimizes damage to the fuel cell stack and the high-voltage component arranged at the top of the fuel cell stack.

[0008] Here, as described above, a positional relationship between the cushioning portion and the bracket is not particularly limited as long as the cushioning portion deforms upon application of the impact load. However, in some embodiments, the cushioning portion (the pipe portion) and the bracket are arranged so that the pipe portion contacts the radiator before the bracket upon collision. In this aspect, the radiator contacts the pipe portion before the bracket during movement, thus suppressing damage to the bracket before the pipe portion is damaged. Accordingly, after the cushioning portion (the pipe portion) has cushioned the impact load, the stack frame can be detached from the chassis.

[0009] The fuel cell vehicle of the present disclosure can suppress the breakage and deformation of the fuel cell stack and the high voltage component when the vehicle collides from the front. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic diagram illustrating a configuration of a main part of a fuel cell vehicle according to an embodiment of the present disclosure; Fig. 2 is a system configuration diagram of a fuel cell system used for the Fig. 1 is used; Fig. 3 is a schematic diagram of a main part showing a side surface of a main part of the Fig. 1 shows the fuel cell vehicle; Fig. 4 is a schematic diagram of a main part showing a plan view of Fig. 3 shows; Fig. 5 is a perspective view showing a configuration of the main part of Fig. 3 and Fig. 4 represents; Fig. Fig. 6 is an explanatory diagram of a function of the fuel cell vehicle of the embodiment and a Fig. 3 corresponding schematic representation of a main part, showing a first movement state of a cooler; Fig. Fig. 7 is an explanatory diagram of a function of the fuel cell vehicle of the embodiment and a Fig. 3 corresponding schematic representation of a main part, showing a second movement state of the cooler; Fig. Fig. 8 is an explanatory diagram of a function of the fuel cell vehicle of the embodiment and a Fig. 3 corresponding schematic representation of a main part showing a third movement state of the cooler; and Fig. 9 is an explanatory diagram of a function of the fuel cell vehicle of the embodiment and a Fig. 3 corresponding schematic representation of a main part, showing a fourth state of movement of the cooler. DETAILED DESCRIPTION

[0010] Hereinafter, an embodiment of a fuel cell vehicle according to the present disclosure will be described in detail with reference to the drawings. Fig. 1 is a schematic diagram showing a configuration of a main part of the fuel cell vehicle according to the embodiment.

[0011] First, the fuel cell vehicle of the present disclosure will be described with reference to Fig. 1. In Fig. 1, a fuel cell vehicle 1 is a vehicle such as a passenger car and has a front compartment R at the front of the vehicle. The front compartment R houses a fuel cell stack 10, a high-voltage component 11 arranged at an upper portion of the fuel cell stack 10, an ion exchanger 47 as an accessory fixed to the fuel cell stack 10, an auxiliary component such as a cooler 43, and the like. The ion exchanger 47 and the cooler 43 constitute a cooling system 40 of a fuel cell system 1A described later. In addition, components required for the fuel cell system 1A, such as a compressor, a gas-liquid separator, and a hydrogen pump (not shown), are housed in the front compartment R.

[0012] The high-voltage component 11 is attached to the upper portion of the fuel cell stack 10, coupled to the fuel cell stack 10 via a high-voltage cable and a control cable, supplied with electric power generated in the fuel cell stack 10, and functions to control the fuel cell stack 10. The high-voltage component 11 includes a power control unit (PCU) of the fuel cell vehicle. The fuel cell stack 10 and the high-voltage component 11 are important components of the fuel cell system 1A, and their positions and the like are considered, as described later, so as not to cause damage such as breakage or deformation due to a collision or similar accident.

[0013] The fuel cell stack 10 is arranged on and secured to a stacking frame 12 mounted in the front compartment R. The stacking frame 12 is secured to the chassis 13 via brackets 14 as a structural component of a vehicle body. In the embodiment, the chassis 13 has, as in the later-described Fig. 5, the stacking frame 12 has a front horizontal portion 13a at the front, an inclined portion 13b inclined downward from the front horizontal portion toward the rear, and a rear horizontal portion 13c extending rearward from the inclined portion. Additionally, the stacking frame 12 is mounted so that its rear side is inclined downward with respect to the horizontal portions of the chassis 13.

[0014] As in Fig. As shown in Figure 4, the brackets 14 that fix the stacking frame 12 to the chassis 13 are arranged at four positions at the front and rear. A front bracket 14a is fixed to the front horizontal portion 13a and supports the front portion of the stacking frame 12 via a support arm 12b fixed to the front portion of the stacking frame 12. A rear bracket 14b is fixed to the rear horizontal portion 13c and supports the rear portion of the stacking frame 12. Since the stacking frame 12 is supported at four points by the front and rear brackets 14, the fixing state is stable.

[0015] The front bracket 14a and the rear bracket 14b are mounted and fixed to the chassis 13 with fasteners such as screws. The support arm 12b is fixed to the stacking frame 12 with a fastener such as a screw, and the support arm 12b and the front bracket 14a are also connected and fixed with a fastener such as a screw. Although the details will be described later, the connection of the front bracket 14a and the rear bracket 14b to the chassis 13 is configured to be released by, for example, a magnitude of an impact load during a collision. The fuel cell vehicle 1 includes an instrument panel 15 that separates the front compartment R from a cabin C.

[0016] Next, the system configuration of the fuel cell system 1A used in the fuel cell vehicle 1 according to the embodiments will be described with reference to Fig. 2. The Fig. The fuel cell system 1A shown in FIG. 2 includes, for example, a fuel cell (fuel cell stack) 10, an oxidizing gas supply system 20, a fuel gas supply system 30, and the cooling system 40. The fuel cell (fuel cell stack) 10 includes a plurality of stacked cells for the fuel cell as unit cells. The oxidizing gas supply system 20 supplies the fuel cell stack 10 with an oxidizing gas such as air. The fuel gas supply system 30 supplies the fuel cell stack 10 with a fuel gas such as hydrogen. The cooling system 40 cools the fuel cell stack 10.

[0017] For example, the fuel cell cell of the solid polymer fuel cell stack 10 includes a membrane electrode assembly (MEA) comprising an ion-permeable electrolyte membrane, an anode-side catalyst layer (anode electrode), and a cathode-side catalyst layer (cathode electrode). The electrolyte membrane is sandwiched between the anode-side catalyst layer and the cathode-side catalyst layer. Gas diffusion layers (GDLs) are formed on both sides of the MEA to supply the fuel gas or the oxidizing gas and collect the current generated by an electrochemical reaction. The membrane electrode assembly with the GDLs arranged on both sides is called a membrane electrode and gas diffusion layer assembly (MEGA), and the MEGA is sandwiched between a pair of separators.Here, the MEGA serves as the power generation unit of the fuel cell, and if the gas diffusion layer is not arranged, the MEA serves as the power generation unit of the fuel cell.

[0018] The oxidizing gas supply system 20 includes, for example, an oxidizing gas supply channel 25 and an oxidizing gas outlet channel 29. The oxidizing gas supply channel 25 supplies the oxidizing gas to the cathode electrode of the fuel cell stack 10. The oxidizing gas outlet channel 29 discharges an oxidizing gas exhaust gas from the fuel cell stack 10, in which the oxidizing gas supplied to the fuel cell stack 10 was used for the electrochemical reaction in each of the cells for the fuel cell. Furthermore, a bypass channel 26 is arranged to guide the oxidizing gas supplied via the oxidizing gas supply channel 25 into the oxidizing gas outlet channel 29 without flowing through the fuel cell stack 10. The lines of the oxidizing gas supply system 20 can each be formed from a pipe, such as a rubber hose and a metal pipe.

[0019] The oxidizing gas supply passage 25 includes, for example, an air cleaner 21, a compressor 22, and an intercooler 23 from an upstream side, and the oxidizing gas outlet passage 29 includes, for example, a muffler 28. The (air cleaner 21 of the) oxidizing gas supply passage(s) 25 includes, for example, an atmospheric pressure sensor and an air mass meter, which are not shown.

[0020] At the oxidizing gas supply passage 25, the air cleaner 21 removes dust from the oxidizing gas (air and the like) taken from the atmosphere. The compressor 22 compresses the oxidizing gas sucked in through the air cleaner 21 and supplies the compressed oxidizing gas to the intercooler 23 under pressure. The intercooler 23 cools the oxidizing gas supplied and introduced under pressure by the compressor 22, for example, through heat exchange with a coolant, to supply the fuel cell stack 10 (the cathode electrode) as the oxidizing gas flows through. The oxidizing gas supply passage 25 includes an inlet valve 25V for interrupting the flow of the oxidizing gas between the intercooler 23 and the fuel cell stack 10.

[0021] One end of the bypass passage 26 is coupled to the oxidizing gas supply passage(s) 25 (of the intercooler 23 or its downstream side), and the other end is coupled to the oxidizing gas outlet passage 29. The oxidizing gas supplied under pressure from the compressor 22 and cooled and discharged by the intercooler 23 flows through the bypass passage 26 to the oxidizing gas outlet passage 29, bypassing the fuel cell stack 10. This bypass passage 26 includes a bypass valve 26V that interrupts the flow of the oxidizing gas flowing to the oxidizing gas outlet passage 29 to adjust a flow rate of the oxidizing gas flowing through the bypass passage 26.

[0022] At the oxidizing gas outlet passage 29, the muffler 28 separates the oxidizing gas off-gas (off-gas) flowing into the oxidizing gas outlet passage 29 into, for example, a gas phase and a liquid phase, for discharge to the outside. The oxidizing gas outlet passage 29 includes a pressure regulating valve 29V for regulating a back pressure of the oxidizing gas supplied to the fuel cell stack 10. The above-described bypass passage 26 is coupled to a downstream side of the pressure regulating valve 29V.

[0023] In addition, the fuel gas supply system 30 includes, for example, a fuel gas supply source 31 such as a hydrogen tank, a fuel gas supply channel 35, a circulation channel 36, and a fuel gas outlet channel 39. The fuel gas supply source 31 stores a high-pressure fuel gas such as hydrogen. The fuel gas supply channel 35 supplies each (anode electrode of) cell for the fuel cell with the fuel gas from the fuel gas supply source 31. The circulation channel 36 circulates a part of the fuel off-gas (unused fuel gas) discharged from the fuel cell stack 10 into the fuel gas supply channel 35. The fuel gas outlet channel 39 is branched and coupled to the circulation channel 36 to discharge the fuel off-gas in the circulation channel 36 to the outside (release to the atmosphere). The lines of the fuel gas supply system 30 may each be formed from a pipe, such as a rubber hose and a metal pipe.

[0024] The fuel gas supply channel 35 includes a shutoff valve 35V, a regulator 34, and an injector 33. The shutoff valve 35V opens and closes the fuel gas supply channel 35 to cut off the flow of fuel gas flowing to the fuel cell stack 10. The regulator 34 regulates (decompresses) a pressure of the fuel gas flowing through the fuel gas supply channel 35. The injector 33 supplies the fuel gas, whose pressure has been regulated, to the fuel cell stack 10. Opening the shutoff valve 35V causes the high-pressure fuel gas stored in the fuel gas supply source 31 to flow from the fuel gas supply source 31 into the fuel gas supply channel 35, and the high-pressure fuel gas is supplied to each (anode electrode of) the cell for the fuel cell at the regulated (decompressed) pressure from the regulator 34 and the injector 33.

[0025] The circulation channel 36 includes a gas-liquid separator 37, a fuel gas pump (in other words, a hydrogen pump) 38, and a similar unit from an upstream side (the fuel cell stack 10 side). The gas-liquid separator 37 performs gas-liquid separation to store the generated water contained in the fuel gas (e.g., hydrogen) flowing through the circulation channel 36. The fuel gas outlet channel 39 branches off from this gas-liquid separator 37. The fuel gas pump 38 pressurizes a portion of the fuel off-gas, from which the liquid component has been separated by the gas-liquid separation by the gas-liquid separator 37, so that it circulates into the fuel gas supply channel 35.

[0026] The fuel gas outlet passage 39 includes a purge valve 39V that opens and closes the fuel gas outlet passage 39 to discharge the generated water separated by the gas-liquid separator 37 and a portion of the fuel off-gas discharged from the fuel cell stack 10. The fuel off-gas is discharged through the purge valve 39V of the fuel gas outlet passage 39 by the opening / closing adjustment, mixed with the oxidizing gas off-gas flowing through the oxidizing gas outlet passage 29, and discharged to the outside atmosphere through the muffler 28.

[0027] The fuel cell system 1A having the above-described configuration performs power generation through the electrochemical reaction between the oxidizing gas, such as air, supplied to each cell (cathode electrode of the) for the fuel cell through the oxidizing gas supply system 20 and the fuel gas, such as hydrogen, supplied to each cell (anode electrode of the) for the fuel cell through the fuel gas supply system 30. A temperature rise in the fuel cell stack 10 caused by an electrochemical reaction during power generation is controlled to a predetermined temperature by the cooling system 40.

[0028] The cooling system 40, which cools each cell for the fuel cell, includes a coolant passage 41 connected to a cooling passage within the fuel cell stack 10, and a cooling pump 42 and a motor (pump motor) 42a arranged in the coolant passage 41. The cooling system 40 includes the radiator 43 that cools coolant discharged from the fuel cell stack 10, and a fan motor 43b that cools a heat dissipation unit 43a of the radiator 43. Furthermore, the cooling system 40 includes a bypass passage 44 that bypasses the radiator 43, a three-way valve 45 that controls cooling water distribution of the radiator 43 and the bypass passage 44, and the ion exchanger 47 arranged on a cooling pipe 46 arranged parallel to the bypass passage 44. By driving the motor 42a, the cooling pump 42 circulates and conveys the coolant within the coolant channel 41 to the fuel cell stack 10.The ion exchanger 47 has the function of removing ions from the coolant that cools the fuel cell stack 10.

[0029] Now, the features and configurations of the fuel cell vehicle 1 according to the embodiment will be described in detail with reference to FIG. Fig. 3 to 5. The fuel cell vehicle 1 of the embodiment includes the fuel cell stack 10 and the high-voltage component 11 arranged at the upper portion of the fuel cell stack 10, from which electric power is supplied, in the front compartment R at the front of the vehicle. The fuel cell vehicle 1 further includes the ion exchanger 47 mounted on the fuel cell stack 10, and the cooler 43 arranged at the front of the vehicle with respect to the ion exchanger 47 at a distance from the ion exchanger 47 in the front compartment R.

[0030] It should be noted that the ion exchanger 47 corresponds to a "first component" of the present disclosure, and the cooler 43 corresponds to a "second component" of the present disclosure. Although not shown, the compressor 22 and the fuel gas pump 38, which are shown in Fig. 2, are mounted on the lower portion of the stacking frame 12 at the front of the vehicle via a compressor bracket or the like.

[0031] Specifically, the fuel cell stack 10 is mounted on the upper portion of the stack frame 12 and fixed thereto with a fastener such as a screw. The high-voltage component 11 is arranged on the upper portion of the fuel cell stack 10 and fixed thereto with a screw or the like. The fuel cell stack 10 and the high-voltage component 11 are coupled with a high-voltage cable, a control cable, or a similar cable. The ion exchanger 47 (the first component) constituting the cooling system 40 is fixed to a surface of the fuel cell stack 10 at the front of the vehicle with a fastener such as a screw, and is fixed so as to protrude forward from the fuel cell stack 10.The ion exchanger 47 is installed parallel to the coolant channel 41 of the cooling system 40 and is installed between the high-voltage component 11 and the heat dissipation unit 43a of the cooler 43.

[0032] The ion exchanger 47 is a member molded from resin or a similar material and includes a cap portion 47a at the upper portion and a tube portion 47b with a bottom at the lower portion. The cap portion 47a is fixed to the tube portion 47b via a fixing member such as a bolt to cover an opening of the tube portion 47b. The tube portion 47b and the cap portion 47a have spaces in which a coolant circulates for cooling. The tube portion 47b is fixed to a stack case of the fuel cell stack 10 at a mounting portion 47c with a connecting bolt or the like.

[0033] The pipe portion 47b is a damping portion that deforms due to the impact load of the radiator 43, which moves toward the pipe portion 47b at the collision at the front of the fuel cell vehicle 1 as described later, to dampen the impact load of the radiator 43.

[0034] In addition, the cap portion 47a is a high-rigidity portion (deformation limiting portion) that limits (regulates) the additional deformation of the tube portion 47b when the impact load from the cooler 43 reaches a predetermined magnitude or more during the collision with the front of the fuel cell vehicle 1. Specifically, the cap portion 47a has higher rigidity than a conventional ion exchanger, and the cap portion 47a fixed to the tube portion 47b suppresses the additional deformation of the tube portion 47b by the cooler 43.

[0035] That is, as in Fig. 3 with a parting line L as a boundary, a region A of the ion exchanger 47 at the vehicle front with respect to the parting line L becomes a buffer region (deformation region) that deforms to absorb the impact load of the radiator 43. Besides, a region B of the ion exchanger 47 at the vehicle rear with respect to the parting line L becomes a highly rigid region in which the pipe portion 47b does not additionally deform due to the rigidity of the cap portion 47a even when the impact load from the radiator 43 continues to act.

[0036] Instead, since the pipe section 47b is not further deformed by the impact load in the region B as described later, the stack frame 12 is detached from the chassis 13 by the impact load of the cooler 43, thereby reducing the impact load from the cooler 43 to the fuel cell stack 10.

[0037] In the embodiment, the breaking strength (the strength at which plastic deformation starts) of the cap portion 47a is higher than the breaking strength (the strength at which plastic deformation starts) of the tube portion 47b due to the impact load in the horizontal direction. That is, since the breaking strength of the cap portion 47a is higher than the breaking strength of the tube portion 47b, the cap portion 47a is less likely to be destroyed than the tube portion 47b. For example, the breaking strength of the tube portion 47b is set to a value of 10 kN or less, and the breaking strength of the cap portion 47a is set to a value greater than 100 kN.

[0038] As described above, the radiator 43, which is arranged at the front in the front compartment R of the vehicle, is the auxiliary component of the fuel cell system 1A and includes the heat dissipation unit 43a and the fan motor 43b. Rotating the fan motor 43b and dissipating the heat of the coolant, whose temperature has risen by circulating within the fuel cell stack 10, from the heat dissipation unit 43a, suppresses the temperature rise of the fuel cell stack 10. The fan motor 43b protrudes toward the stack frame 12 at the rear of the heat dissipation unit 43a.

[0039] As in Fig. 4 and Fig. As shown in FIG. 5, the stacking frame 12 is formed by welding three metal plate materials. The right and left plate materials are long, and the center plate material is short, and a front pillar material 12a extending in the vehicle width direction is connected to the front end portions by welding or the like. While the three metal plate materials are formed of an aluminum extrusion in the embodiment, the material is not limited to aluminum.

[0040] In addition, the stacking frame 12, as shown in Fig. 3, the chassis 13 may be inclined downward from the front of the vehicle toward the rear of the vehicle. Therefore, when the impact load from the cooler 43 acts on the fuel cell stack 10 via the ion exchanger 47, a moment acts on the bracket 14 attached to the stack frame 12. Accordingly, the stack frame 12 can be detached from the chassis 13 to relieve the impact load from the cooler 43 acting on the fuel cell stack 10.

[0041] In the embodiment, a crash box 48 protrudes from the front pillar material 12a of the stack frame 12 toward the front of the vehicle and is attached thereto. The fan motor 43b of the radiator 43 is detached from the crash box 48 and is arranged to face the crash box 48 toward the rear of the vehicle. The crash box 48 has a structure that compresses and deforms upon receiving the above-described impact load to absorb the impact load, and is formed in the shape of a box made of resin or metal.

[0042] In the embodiment, the structures of the bracket 14 and the chassis 13 are solved as described above, for example, by the magnitude of the impact load in the collision. Specifically, the chassis 13 is composed of the two members extending in parallel in a front-rear direction of the vehicle body, the front bracket 14a is fixed to the front of the chassis 13 with screws or the like, and the rear bracket 14b is fixed rearward with screws or the like. To the upper portion of the front bracket 14a, the front portion of the support arm 12b projecting forward from and fixed to the stacking frame 12 is connected with a screw or the like. To the upper portions of the rear brackets 14b, the rear portion of the stacking frame 12 is fixed.

[0043] In addition, the stacking frame 12 and the chassis 13 are connected and fixed via the brackets 14 so that the stacking frame 12 is detached from the chassis 13 due to the impact load from the radiator 43 when the cap portion 47a limits the deformation of the pipe portion 47b.

[0044] Specifically, in the embodiment, applying the impact load of a certain size or more from the radiator 43 to the brackets 14 loosens the connection between the front bracket 14a and the chassis 13 and the connection between the rear bracket 14b and the chassis 13. For example, the assembly strength of the stacking frame 12 to the chassis 13 (that is, the strength at which the state of connection and fixing of the stacking frame 12 to the chassis 13 can be maintained) is higher than the above-described breaking strength of the pipe portion 47b and lower than the above-described breaking strength of the cap portion 47a, and is set to, for example, 100 kN.

[0045] As long as the stacking frame 12 is detached from the chassis 13, the connection between the front brackets 14a and the support arms 12b can be released, or the connection between the support arms 12b and the stacking frame 12 can be released. Alternatively, the connection between the rear brackets 14b and the stacking frame 12 can be released.

[0046] Furthermore, the pipe portion 47b of the ion exchanger 47 and the brackets 14 are arranged so that the pipe portion 47b of the ion exchanger 47 contacts the radiator 43 before the brackets 14 (specifically, the front brackets 14a) during the collision at the front of the fuel cell vehicle 1. When the radiator 43 moves toward the rear of the vehicle, the radiator 43 contacts the pipe portion 47b before the brackets 14. This can prevent the brackets 14 from being damaged before the pipe portion 47b is damaged. Accordingly, after the pipe portion 47b absorbs the impact load, the stack frame 12 can be detached from the chassis 13.

[0047] Hereinafter, an action of the fuel cell vehicle of the embodiment configured as described above will be described with reference to the Fig. 6 to 9. The Fig. 6 to 9 show the first to fourth movement states of the radiator 43 when the fuel cell vehicle 1 collides from the front. Since the Fig. 6 to 9 schematically show the positions of the components and the like in the front compartment R, a detailed configuration is omitted.

[0048] For example, when the fuel cell vehicle 1 collides with an obstacle or the like, the front compartment R of the vehicle is crushed to deform, and the cooler 43 moves backward through the obstacle toward the fuel cell stack 10, the high-voltage component 11, and the ion exchanger 47. Thus, the cooler 43 approaches the fuel cell stack 10, the high-voltage component 11, and the ion exchanger 47 attached to the stack frame 12, as shown in Fig. 6 shown. Fig. 6 shows the first state of motion in which the cooler 43 moves from a Fig. 3, the fan motor 43b moves backward into a second position S2. During this phase, the fan motor 43b strikes the crash box 48.

[0049] As in Fig. 6, at the extremely low impact load, the deformation of the body or the like dampens the impact load at the second position S2 of the radiator 43. At the slightly larger impact load, as in Fig. As shown in Figure 7, the radiator 43 additionally moves rearward to a third position S3, and the fan motor 43b of the radiator 43 also moves rearward. Accordingly, the fan motor 43b squeezes and deforms the crash box 48. The deformation of this crash box 48 makes it possible to dampen (absorb) the impact load of the radiator 43 from the front of the vehicle.

[0050] At the higher impact load, the impact load cannot be absorbed by the deformation of the crash box 48 and, as in Fig. 8, (the heat dissipation unit 43a of) the cooler(s) 43 is in contact with and deforms the tube portion 47b of the ion exchanger 47 to dampen (absorb) the impact load of the cooler 43 through the tube portion 47b. In Fig. 8, the cooler 43 moves further from the state of Fig. 7 and moves to a fourth position S4. Although the tubular portion 47b of the ion exchanger 47 is in the deformed state, the tubular portion 47b still has a deformation margin up to the dividing line L in this state. Fig. 8 shows a third moving state of the radiator 43. It should be noted that when the radiator 43 moves rearward in the vehicle, since the radiator 43 contacts the pipe portion 47b in front of the brackets 14, the damage to the brackets 14 before the damage to the pipe portion 47b can be suppressed.

[0051] If the impact load is even greater, the cooler 43 moves further, and the tube portion 47b of the ion exchanger 47 further deforms to the parting line L. However, the tube portion 47b includes the cap portion 47a, and the configuration of this cap portion 47a does not further deform the tube portion 47b. The impact load of the cooler 43, which cannot be fully absorbed by the tube portion 47b, pushes the fuel cell stack 10 backward via the mounting portion 47c of the ion exchanger 47.

[0052] The impact load from the fuel cell stack 10 is transmitted to the stack frame 12 and is transferred to the front and rear brackets 14a and 14b that connect and hold the stack frame 12 to the chassis 13. As a result, a load of a certain magnitude or more is applied to the brackets 14, and the connection between the stack frame 12 and the chassis 13 is released.

[0053] Thus, the fuel cell stack 10 arranged on and fixed to the stack frame 12 and the high-voltage component 11 fixed upward to the fuel cell stack 10 are detached from the chassis 13 and released in the front compartment R. This can prevent an impact load of the cooler 43 directly acting on the fuel cell stack 10 or the like. In this connection, the cooler 43 is in a state of the fifth position S5, as shown in Fig. 9 shown. Fig. 9 shows the fifth state of motion.

[0054] Thus, for example, in the fuel cell vehicle 1, when the front portion of the vehicle is damaged by the collision from the front, a movement amount of the radiator 43 toward the rear of the vehicle changes depending on the magnitude of the impact load. For the small impact load, the radiator 43 moves from the initial position S1 to the second position S2 (see Fig. 6) and dampens. With the increasing impact load, the auxiliary component such as the cooler 43 moves to the third position S3 (see Fig. 7), and the crash box 48 deforms to such an extent that it is destroyed.

[0055] With the further greater impact load, the cooler 43 retracts to the fourth position S4 (see Fig. 8), and the tube portion 47b of the ion exchanger 47 deforms to absorb the impact load. When the impact load becomes equal to or greater than a predetermined load, the cap portion 47a limits the additional deformation of the tube portion 47b. The impact load from the cooler 43 is transmitted from the fuel cell stack 10 via the mounting portion 47c of the ion exchanger 47 to the brackets 14, and the stack frame 12 is detached from the chassis 13 by this compressive force (see Fig. 9).

[0056] Accordingly, the fuel cell stack 10 and the high-voltage component 11 arranged and fixed at the upper portion of the fuel cell stack 10, together with the stack frame 12, are released from the chassis 13 and are thus relieved of the impact load by the retraction of the auxiliary component such as the radiator 43 caused by the collision or a similar accident, thereby suppressing deformation and damage.

[0057] That is, while the auxiliary component such as the cooler 43 is located from the initial position S1 to the fourth position S4, the deformation of the crash box 48, the deformation of the pipe portion 47b of the ion exchanger 47, and the like dampen the impact load by the cooler 43. In the state of the fifth position S5, the connection of the stack frame 12 to the chassis 13 with the brackets 14 is released, thereby suppressing the deformation and damage of the fuel cell stack 10 and the high-voltage component 11.

[0058] An embodiment of the present disclosure has been described in detail above, the present disclosure is not limited to the above-described embodiments and can be changed in various ways without departing from the spirit of the invention described in the claims.

[0059] For example, while the example of the ion exchanger is described as the first component of the present disclosure, the first component is not limited to the ion exchanger as long as the high-rigidity section with high fracture strength and the damping section with low fracture strength are provided. The first component may be another accessory attached to the fuel cell stack.

[0060] While the example of the radiator is described as the second component of the present disclosure, the second component is not limited to the radiator as long as a component that is arranged at the front of the vehicle with respect to the first component and moves to the rear of the vehicle, for example, when the vehicle collides, is provided.

[0061] Furthermore, the example that the brackets for connecting and fixing the stacking frame to the chassis are connected to fastening components such as bolts and nuts will be described, but the configuration is not limited to these. As long as a structure is detachable when a predetermined impact load is applied, the fastening components may be pins and the like that are broken by applying a predetermined pressure, and other mechanisms such as an attachment / detachment locking mechanism may be used. DESCRIPTION OF REFERENCE SYMBOLS 1 fuel cell vehicle 1A fuel cell system 10 fuel cell stacks 11 High-voltage component 12 stacking frames 12a Front spar material 12b Support arm 13 chassis 14 Bracket 14a front bracket 14b rear bracket 40 Cooling system 43 Radiator (second component) 43a Heat dissipation unit 43b Fan motor 47 ion exchangers (first component) 47a Cap section (high stiffness) 47b Pipe section (damping section) 47c Assembly section 48 Crashbox L dividing line R front compartment

Claims

[1] Fuel cell vehicle (1), comprising: a fuel cell stack (10), a high-voltage component (11), an ion exchanger (47), and a cooler (43) accommodated in a front compartment (R) at a front side of the vehicle, wherein the high-voltage component (11) is arranged at an upper portion of the fuel cell stack (10) from which electric power is supplied, wherein the ion exchanger (47) is mounted on the fuel cell stack (10), wherein the cooler (43) is arranged at a distance from the ion exchanger (47) at a front side of the vehicle with respect to the ion exchanger (47), wherein the fuel cell stack (10) is arranged on and secured to a stack frame (12) mounted in the front compartment (R), wherein the stacking frame (12) is connected to and fastened to a chassis (13) of the fuel cell vehicle (1) via a bracket (14), wherein the ion exchanger (47) contains: a pipe section (47b) acting as a damping section having a bottom that deforms due to an impact load of the radiator (43) moving toward the pipe section (47b) to dampen the impact load from the radiator (43) when a front side of the fuel cell vehicle (1) collides; and a cap portion (47a) acting as a highly rigid portion, which is fixed to the pipe portion (47b) via a fixing member to cover an opening of the pipe portion (47b) and which suppresses additional deformation of the pipe portion (47b) when the impact load from the radiator (43) becomes equal to or greater than a predetermined magnitude, and wherein the stacking frame (12) and the chassis (13) are connected and fixed via the bracket (14) such that the stacking frame (12) is detached from the chassis (13) due to the impact load from the radiator (43) when the cap portion (47a) limits the additional deformation of the tube portion (47b). [2] Fuel cell vehicle (1) according to claim 1, wherein the pipe section (47b) and the bracket (14) are arranged such that the pipe section (47b) contacts the radiator (43) in front of the bracket (14) during the collision.

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