Electric vehicle

Abstract

To ensure the propulsion capability of an electric vehicle while stably supporting a fuel cell stack, a fuel cell stack (10), which generates electrical power, a motor-generator (13), and an electric actuator (EA) are housed in a receiving compartment (3) formed on the front side of a passenger compartment (2) in a longitudinal direction (VL) of the vehicle. The electric motor (13) and the electric actuator (EA) are housed in a common base housing (5), which is located on the floor of the receiving compartment. A stack support surface (SS), which is flat and extends substantially in a horizontal direction, is formed on the top of the housing. The fuel cell stack is positioned above the housing and is supported by the housing via bearings (MS) located on the stack support surface.

Description

Technical field

[0001] The present invention relates to an electric vehicle. State of the art

[0002] An electric vehicle is known from the prior art in which an electrically power-generating fuel cell stack and an electric motor for vehicle propulsion, which is driven by the electrical power from the fuel cell drive, are housed in a compartment formed on a front side of a passenger compartment in one longitudinal direction of the vehicle (see JP 2003-173 790 A). In this electric vehicle, the fuel cell stack is arranged above the electric motor.

[0003] WO 2005 / 100 067 A1 discloses a structure for mounting a fuel cell system on a vehicle. This structure comprises a motor for propelling the vehicle, a fuel cell serving as an electrical energy source, and an electrical power converter that converts the electrical energy from the fuel cell and supplies the converted electrical energy to the motor. In this structure, the motor, fuel cell, and electrical power converter are mounted in a single compartment in the front of the vehicle. The electrical power converter is positioned downwards along the vehicle body from the fuel cell, and the motor is also positioned downwards along the vehicle body from the fuel cell and the electrical power converter.

[0004] WO 2013 / 118 602 A1 discloses a fuel cell vehicle equipped with a fuel cell stack and a vehicle body frame for mounting the fuel cell stack in a front box. The fuel cell stack and a frame element have sections that overlap in a vehicle width direction when viewed from above. A front end section of the fuel cell stack is positioned closer to the rear of the vehicle than a front end section of the frame element. A rear end section of the fuel cell stack is positioned closer to the front of the vehicle than a rear end section of the frame element.

[0005] WO 2013 / 111 669 A1 discloses a fuel cell vehicle in which a radiator, a projecting housing section, and a connecting rail of a fuel cell stack are arranged in a front box in the specified order from front to rear in the direction of travel of the vehicle. A first end plate and a second end plate are attached directly to a frame element via mounting elements, and the frame element is attached to a vehicle body frame.

[0006] JP 2011-162 108 A discloses a fuel cell vehicle in which a fuel cell stack is mounted in a front box. The fuel cell stack comprises numerous fuel cell units stacked vertically. If greater power output from the fuel cell stack is required, the number of stacks of fuel cell units is increased simply to make the fuel cell stack taller. Summary of the invention: Technical problem

[0007] JP 2003-173 790 A does not specifically disclose how the fuel cell stack is supported. However, ensuring the propulsion performance of an electric vehicle while stably supporting a fuel cell stack is not always easy.

[0008] One object of the invention is to ensure the driving performance of an electric vehicle while securely supporting a fuel cell stack. Solution to the problem

[0009] The problem is solved according to the invention by an electric vehicle with the features of independent claim 1. Advantageous further developments are defined in the dependent claims. Advantageous effects of the invention

[0010] It is possible to ensure the driving performance of an electric vehicle while securely supporting a fuel cell stack. Brief description of the drawings Fig. Figure 1 is a schematic view seen from the side, showing an arrangement of various elements inside a receiving compartment of an electric vehicle. Fig. Figure 2 is a schematic view seen from above, showing an arrangement of various elements inside a receiving compartment of an electric vehicle. Fig. Figure 3 is a schematic view from the rear, showing an arrangement of various elements inside a receiving compartment of an electric vehicle. Fig. 4 is an overview of a fuel cell system. Description of exemplary implementations

[0011] With reference to Fig. 1 to Fig. Figure 3 is an electric vehicle 1 with a passenger compartment 2 and a receiving compartment 3, which is formed in a longitudinal direction VL on a front side of the passenger compartment 2. In the embodiment shown in the drawings, the receiving compartment 3 is separated from the passenger compartment 2 by an instrument panel 4. Alternatively, it can also be considered that the receiving compartment 3 is defined by a hood 3a, a vehicle body 3b and the instrument panel 4. It should be noted that in Fig. 1 to Fig. 3. The reference symbol VL indicates the vehicle's longitudinal direction, VW indicates a vehicle's width direction, and VH indicates a vehicle's height direction. The vehicle's longitudinal direction VL and the vehicle's width direction VW are horizontal directions, while the vehicle's height direction VH is a vertical direction. On the other hand, the electric vehicle 1 is equipped with a fuel cell system A, as described in Fig. Figure 4 shows that one or all of the elements of the fuel cell system A are included in the receiving compartment 3.

[0012] With reference to Fig. In Figure 4, fuel cell system A is provided with a fuel cell stack 10. The fuel cell stack 10 comprises a plurality of unit fuel cells stacked on top of each other in a stacking direction. Each unit fuel cell has a membrane electrode assembly 20. The membrane electrode assembly 20 is provided with a foil-shaped electrolyte, an anode electrode formed on one side of the electrolyte, and a cathode electrode formed on the other side of the electrolyte. Additionally, on the inside of each unit fuel cell, there is a fuel gas supply path for supplying fuel gas to the anode electrode, an oxidant gas supply path for supplying an oxidant gas to the cathode electrode, and a cooling water supply path for supplying cooling water to the unit fuel cell.By connecting the fuel gas supply paths, the oxidizer gas supply paths and the cooling water supply paths of the multitude of unit fuel cells in series, the fuel cell stack 10 is formed with a fuel gas passage 30, an oxidizer gas passage 40 and a cooling water passage 50.

[0013] A fuel gas supply path 31 is coupled to an inlet of the fuel gas passage 30. The fuel gas supply path 31 is coupled to a fuel gas source 32. In the embodiment according to the present embodiment, the fuel gas is hydrogen, while the fuel gas source 32 is a hydrogen tank. A fuel gas control valve 31 is arranged inside the fuel gas supply path 31, which controls the amount of fuel gas flowing through the interior of the fuel gas supply path 31. On the other hand, an anode exhaust passage 34 is coupled to the outlet of the fuel gas passage 30. When the fuel gas control valve 33 is open, the fuel gas inside the fuel gas source 32 is conveyed through the fuel gas supply path 31 to the inside of the fuel gas passage 30 in the fuel cell stack 10. At this time, a gas flows out of the fuel gas passage 30, that is, an anode exhaust gas into an anode exhaust passage 34.Inside the anode exhaust passage 34 an anode exhaust control valve 35 is arranged, which controls a quantity of the anode exhaust flowing through the anode exhaust passage 34.

[0014] Furthermore, an oxidant gas supply path 41 is coupled to an inlet of the oxidant gas passage 40. The oxidant gas supply path 41 is coupled to an oxidant gas source 42. In the embodiment according to the present invention, the oxidant gas is formed from air, while the oxidant gas source 42 is formed from ambient air. Inside the oxidant gas supply path 41, an air purifier 42a and an oxidant gas supply device or a compressor 43, which supplies the oxidant gas, are arranged in series. Additionally, inside the oxidant gas supply path 41, downstream of the compressor 43, an intercooler 44 is arranged for cooling the oxidant gas sent from the compressor 43 to the fuel cell stack 10.In the embodiment according to the present invention, the intercooler 44 consists of an air-cooled intercooler with an air passage that cools the oxidizer gas by means of air flowing through the air passage. A cathode exhaust passage 45 is coupled to an outlet of the oxidizer gas passage 40. When the compressor 43 is driven, the oxidizer gas in the oxidizer gas source 42 is conveyed through the oxidizer gas supply path 41 to the inside of the oxidizer gas passage 40 in the fuel cell stack 10. At this point, gas flowing out of the oxidizer gas passage 40, i.e., cathode exhaust, enters the cathode exhaust passage 45. A cathode exhaust control valve 46 is arranged inside the cathode exhaust passage 45, which controls the amount of cathode exhaust flowing through the interior of the cathode exhaust passage 45.

[0015] With reference to Fig. 4. Furthermore, one end of a cooling water supply path 51 is coupled to an inlet of the coolant water passage 50, while the other end of the cooling water supply path 51 is coupled to an outlet of the cooling water passage 50. Inside the cooling water supply path 51, a cooling water pump 52, which pumps the cooling water, and a radiator 53 are arranged. The cooling water supply path 51 upstream of the radiator 53 and the cooling water supply path 51 between the radiator 53 and the cooling water pump 52 are coupled to each other by a radiator bypass passage 54. In addition, a radiator bypass control valve 55 is provided, which controls the amount of cooling water flowing through the interior of the radiator bypass passage 54. In the Fig. In the fuel cell system a shown in Figure 4, the radiator bypass control valve 55 is formed from a three-way valve and is arranged at an inlet of the radiator bypass passage 54. When the coolant water pump 52 is driven, the coolant delivered by the coolant water pump 52 flows through the interior of the coolant supply path 51 into the coolant passage 50 inside the fuel cell stack 10, then flows through the coolant passage 50 into the coolant supply path 51, and then returns to the coolant water pump 52 through the radiator 53 or the radiator bypass passage 54.

[0016] Furthermore, the anode electrodes and the cathode electrodes of the unit fuel cells are each electrically connected in series to form electrodes of the fuel cell stack 10. The electrodes of the fuel cell stack 10 are, as shown in Fig. As shown in Figure 4, the fuel cell stack 10 is electrically connected to a DC / DC converter 11. The DC / DC converter 11 is, in turn, electrically connected to the motor-generator 13 via an inverter 12, while it is also electrically connected to an electricity storage device 15 via a DC / DC converter 14. The DC / DC converter 11 serves to increase the voltage from the fuel cell stack 10 and send it to the inverter 12, while the inverter 12 serves to convert a DC current from the DC / DC converter 11 into an AC current. The DC / DC converter 14 serves to decrease the voltage from the fuel cell stack 10 or the motor-generator 13, or to increase the voltage to the motor-generator 13. It should be noted that the electricity storage device 15 is shown in Figure 4. Fig. The fuel cell system A shown in section 4 consists of a battery.

[0017] Furthermore, the fuel cell stack A is equipped with a control unit 60, which includes a computer. The control unit 60 is connected to the motor generator 13, the control valve 33, etc. The motor generator 13, etc., is controlled based on signals from the control unit 60.

[0018] When power is to be generated using the fuel cell stack 10, the fuel gas control valve 33 opens and fuel gas is supplied to the fuel cell stack 10. The compressor 43 is then driven and oxidizer gas is delivered from it. This oxidizer gas is then sent to the intercooler 44 for cooling and subsequently supplied to the fuel cell stack 10. As a result, an electrochemical reaction occurs in the fuel cells, generating electrical energy. This generated electrical energy is sent to the motor-generator 13. The motor-generator 13 then operates as an electric motor for vehicle propulsion. Alternatively, the electrical energy generated at the fuel cell stack 10 is sent to and stored in the electricity storage device 15.On the other hand, the motor generator 13, for example, operates as a regeneration device when the vehicle is decelerating. Electrical energy regenerated at this time is stored in the electricity storage device 15.

[0019] The intercooler 44 of the exemplary embodiment shown in the drawings will now be briefly explained. The intercooler 44 consists of a housing, an oxidizer gas passage through which the oxidizer gas flows, and an air passage through which the air flows. The oxidizer gas passage is connected to the previously mentioned oxidizer gas conveying path 41. An air passage is defined by a partition arranged in the housing. This partition forms a honeycomb structure. Furthermore, the partition extends longitudinally from an air inlet to an air outlet. The air inlet and the air outlet are connected to the receiving compartment 3. The previously mentioned oxidizer gas tube extends such that it passes through the partition.If air is introduced into the air inlet, this air flows through the interior of the air passage, so that the oxidizing agent gas flowing through the oxidizing agent gas passage is cooled by the air.

[0020] With further reference to Fig. 1 to Fig. 3 is a base housing 5 mounted on the base of the receiving compartment 3. The base housing 5 has a transaxle housing section 5t, an engine housing section 5m, which is provided on one side of the transaxle housing section 5t, and an actuator housing section 5a, which is provided on the other side of the transaxle housing section 5t. This transaxle housing section 5t, engine housing section 5m, and actuator housing section 5a are formed in one piece. The transaxle housing section 5t accommodates the transaxle transmission 7, while the engine housing section 5m accommodates the aforementioned motor-generator 13. Furthermore, the actuator housing section 5a accommodates an electrical actuator EA, which will be explained later. An input / output shaft of the motor generator 13 is coupled to a front drive shaft DS via the previously mentioned transaxle transmission 7.The drive shaft DS of the electric vehicle 1 passes through the transaxle housing 5t and extends in the vehicle width direction VW. Wheels W are attached to both ends of the front drive shafts DS. More precisely, as shown in . Fig. 2 and Fig. As shown in Figure 3, the transaxle housing part 5t is arranged substantially along the longitudinal direction of the vehicle VL, specifically at the center of the receiving compartment 3 in the vehicle width direction VW. Therefore, the engine housing part 5m is positioned on one side of the transaxle housing part 5t in the vehicle width direction VW, while the actuator housing part 5a is positioned on the other side of the transaxle housing part 5t in the vehicle width direction VW. In this case, the floor housing 5 is supported, for example, by suspension elements 6 via rubber floor bearings MB. In the embodiment shown in the drawings, the floor bearings MB are arranged at three locations: two positions are located under the transaxle housing part 5t and separately in the longitudinal direction of the vehicle VL, and one position is located under the engine housing part 5m.

[0021] The electrical actuator EA sets a voltage or current from the fuel cell stack 10 or a voltage or current to the motor generator 13. In the embodiment shown in the drawings, the electrical actuator EA consists of a DC / DC converter 11, an inverter 12, and a DC / DC converter 14. In another embodiment, the electrical actuator EA consists of at least one DC / DC converter 11, an inverter 12, and a DC / DC converter 14.

[0022] As in Fig. As shown in Figure 1, the actuator housing part 5a has, in particular, an extension part 5ae that extends above the drive shaft DS in the vehicle height direction VH, essentially in the horizontal direction. The aforementioned electric actuator EA is housed in this extension part 5ae. Furthermore, in the embodiment shown in the figure, the aforementioned control unit 60 is housed in the actuator housing part 5a below the electric actuator EA.

[0023] Furthermore, a stacking support surface SS is formed on an upper surface of the base housing 5. This surface is flat and extends substantially in the horizontal direction. In the embodiment shown in the figures, the stacking support surface SS is formed on an upper surface of the motor housing part 5m and on an upper surface of the actuator housing part 5a. In this case, the stacking support surface SS is also formed on an upper surface of the extension part 5ae. In another embodiment, the stacking support surface SS is formed on at least two of the upper surfaces of the transaxle housing part 5t, the upper surface of the motor housing part 5m, and the upper surface of the actuator housing part 5a.

[0024] The aforementioned fuel cell stack 10 is arranged above the base housing 5 in the vehicle's vertical direction VH. In this case, the fuel cell stack 10 is supported by the base housing 5 via stack bearings MS, which are made of rubber, for example, and are arranged on the stack support surface SS. In the embodiment shown in the drawings, stack bearings MS are arranged at three locations: one position is located on the upper surface of the motor housing part 5M, and two positions are located on the upper surface of the actuator housing part 5a, separately in the vehicle's longitudinal direction VL. Furthermore, the fuel cell stack 10 is arranged such that one longitudinal direction of the fuel cell stack 10 is aligned in the vehicle's width direction VW, and one lateral direction of the fuel cell stack 10 is aligned in the vehicle's longitudinal direction VL. In this case, as can be seen in particular from the drawings... Fig. 2 and Fig. As can be understood from Figure 3, the fuel cell stack 10 is arranged essentially at the center in the vehicle width direction VW. It should be noted that in the embodiment shown in the drawings, the longitudinal direction of the fuel cell stack 10 coincides with the stacking direction of the unit fuel cells.

[0025] Furthermore, in addition to the intercooler 44, the aforementioned compressor 43 and air purifier 42a are arranged on the front side of the fuel cell stack 10 in the longitudinal direction VL of the vehicle. This compressor 43 and air purifier 42a are arranged side by side in the width direction VW of the vehicle. An air duct (not shown) is provided at the air inlet of the air purifier 42a. The radiator 53 is also arranged on the front side of the intercooler 44, the compressor 43, and the air purifier 42a in the longitudinal direction VL of the vehicle.

[0026] It should be noted that Fig. 1 to 3 schematic views are shown. For example, in Fig. 3. The representation of the drive shaft DS is omitted.

[0027] In the previously mentioned embodiment according to the present invention, the relatively heavy motor-generator 13 is arranged on the floor mounting compartment 3, while the fuel cell stack 10 is directly supported by the floor housing 5, thus lowering the vehicle's center of gravity. This results in improved driving performance and stability. Simultaneously, the fuel cell stack 10 is supported by the stack support surface SS, which extends substantially in the horizontal direction, providing stable support. Furthermore, the fuel cell stack 10 is supported by the floor housing 5 via the stack bearings MS, eliminating the need for any special design features to support the fuel cell stack 10. This also simplifies the installation of the fuel cell stack 10.

[0028] Furthermore, the stacking support surface SS is flat, thus reducing the gap between the fuel cell stack 10 and the base housing 5. Therefore, the receiving compartment 3 can be used effectively.

[0029] Furthermore, the base housing 5 is provided with an extension part 5ae, which extends in the vehicle height direction VH above the drive shaft DS, and the electrical actuator EA is housed in this extension part 5ae. Therefore, the receiving compartment 3 can be used more effectively.

[0030] In another embodiment according to the present invention, the receiving compartment 3 is formed on a rear side of the passenger compartment 2 in the longitudinal direction VL of the vehicle. Therefore, in the present invention, the receiving compartment 3 is formed on an outer side of the passenger compartment 2 in the longitudinal direction VL of the vehicle.

[0031] In yet another embodiment according to the invention, the intercooler 44 consists of a water-cooled intercooler. That is, the aforementioned air passage has a cooling water passage. A cooling water inlet and a cooling water outlet of the cooling water passage are connected to the aforementioned cooling water supply path 51, whereby cooling water flows through the interior of the cooling water passage. Reference symbol list 1 Electric vehicle 2-passenger compartment 3 Recording compartment 5 Base case 10 fuel cell stacks 13 Motor generator EA Electrical Actuator SS stacking support surface

Claims

[1] Electric vehicle (1) in which an electrical power generating fuel cell stack (10), an electric motor (13) for vehicle propulsion use driven by the electrical power from the fuel cell stack (10), and an electrical actuator (EA) which sets a voltage or current from the fuel cell stack (10) or a voltage or current to the electric motor (13) are accommodated in a receiving compartment (3) formed on an outside of a passenger compartment (2) in a longitudinal direction (VL) of the vehicle, wherein the electric motor (13) and the electric actuator (EA) are housed in a common housing (5) and the housing (5) is arranged on a floor of the receiving compartment (3), a stacking support surface (SS) which is flat and extends substantially in a horizontal direction, is formed on a top side of the housing (5), and the fuel cell stack (10) is arranged above the housing (5) and is supported by the housing (5) via bearings (MS) arranged on the stack support surface (SS). [2] Electric vehicle according to claim 1, wherein a transaxle transmission (7) of the electric vehicle (1) is also accommodated inside the housing (5), the housing comprising a transaxle housing part (5t) that accommodates the transaxle transmission (7), a motor housing part (5m) that accommodates the electric motor (13), and an actuator housing part (5a) that accommodates the electric actuator (EA), wherein the transaxle housing part (5t) is arranged substantially at the center of the receiving compartment (3) in a vehicle width direction (VW), the motor housing part (5m) is arranged on one side of the transaxle housing part (5t) in the vehicle width direction (VW), and the actuator housing part (5a) is arranged on the other side of the transaxle housing part (5t) in the vehicle width direction (VW).and the stacking support surface (SS) is formed on a top side of the motor housing part (5m) and a top side of the actuator housing part (5a). [3] Electric vehicle (1) according to claim 2, wherein the electric vehicle (1) has a drive shaft (DS) passing through the housing (5) and extending through the interior of the receiving compartment (3) in the vehicle width direction (VW), the actuator housing part (5a) has an extension part (5ae) extending over the drive shaft (DS) substantially in a horizontal direction, and the stacking support surface (SS) is formed on an upper side of the extension part (5ae). [4] Electric vehicle (1) according to any one of claims 1 to 3, wherein the electric actuator (EA) comprises one or both of a converter (11) for increasing a voltage generated by the fuel cell stack (10) and an inverter (12) for converting a DC current generated at the fuel cell stack (10) into an AC current.

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