Fuel cell truck

Abstract

To provide a fuel cell truck capable of supplying hydrogen gas from hydrogen tanks on a roof at the time of using a fuel cel system without interfering with tilted turning of a cab even when the hydrogen tanks are installed on the roof of the cab.SOLUTION: A fuel cell truck 1000 includes: a cab 40 that is tiltedly turnable with respect to a vehicle body with a hinge shaft 80 being used as a fulcrum; a fuel cell system 130 that generates electric power by chemical reaction between hydrogen gas and oxygen; hydrogen tanks 140 that are placed on a roof r of the cab 40 and store hydrogen gas; a hinge path s2 formed along a hinge shaft 80B; a cab-side path s1 for connecting the hydrogen tanks 140 from the hinge path s2; and a vehicle-body-side path s3 for connecting the fuel cell system 130 from the hinge path s2. The hinge path s2 and the cab-side path s1 are connected to each other via a swivel joint 160, and the cab-side path s1 is rotatable with respect to the hinge path s2 along with the tilted rotation.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a fuel cell truck.

Background Art

[0002] Conventionally, fuel cell vehicles equipped with a fuel cell system that generates electricity by utilizing a chemical reaction between hydrogen and oxygen (air) are known. In recent years, from the viewpoint of reducing environmental impact, the development of fuel cell trucks (for example, see Patent Document 1) equipped with a fuel cell system has been carried out.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, since a truck requires a longer cruising range than a passenger car, it is necessary to mount a hydrogen tank having a larger capacity than the hydrogen tank mounted on a passenger car. In the fuel cell truck described in Patent Document 1, a hydrogen tank is provided outside the vehicle width direction of the side rail below the loading platform. However, since a battery serving as a power source and other vehicle-related devices are mounted outside the vehicle width direction of the side rail, there is a limit to increasing the capacity of the hydrogen tank.

[0005] Therefore, it is conceivable to install a hydrogen tank on the roof of the cab, which has been a dead space conventionally. However, if a hydrogen tank is installed on the roof of the cab, the supply passage for supplying hydrogen gas from this hydrogen tank to the fuel cell system may interfere with the tilt rotation of the cab (that is, the tilt rotation by the cab tilt mechanism).

[0006] Therefore, an object of the present invention is to provide a fuel cell truck that does not interfere with the tilting rotation of the cab even when a hydrogen tank is installed on the roof of the cab and can supply hydrogen gas from the hydrogen tank on the roof during use of the fuel cell system. **Means for Solving the Problems**

[0007] The present invention has been made to solve at least a part of the above-described problems and can be realized as the following aspects or application examples.

[0008] (1) The fuel cell truck according to this application example includes a cab that can be tilted and rotated with respect to the vehicle body with a hinge shaft as a fulcrum, a fuel cell system that generates electricity by a chemical reaction between hydrogen gas and oxygen, a hydrogen tank that is placed on the roof of the cab and stores the hydrogen gas, and a supply passage that connects the hydrogen tank and the fuel cell system and supplies the hydrogen gas to the fuel cell system. The supply passage has a hinge passage formed along the hinge shaft, a cab-side passage for connecting to the hydrogen tank from the hinge passage, and a vehicle-body-side passage for connecting to the fuel cell system from the hinge passage. The hinge passage and the cab-side passage are connected via a swivel joint, and the cab-side passage is rotatable along with the tilting rotation with respect to the hinge passage.

[0009] According to this application example, since the hydrogen gas stored in the hydrogen tank placed on the roof of the cab can be used for power generation of the fuel cell system, the space on the roof of the cab (a dead space where no equipment was arranged in the prior art) can be effectively utilized to improve the cruising range of the fuel cell truck. Moreover, the cab-side passage connected to the hydrogen tank on the roof follows the tilting rotation of the cab by means of a swivel joint and does not interfere with the tilting rotation. As a result, even when a hydrogen tank is installed on the roof of the cab, it does not interfere with the tilting rotation of the cab, and hydrogen gas can be supplied from the hydrogen tank on the roof during use of the fuel cell system.

[0010] (2) The fuel cell truck according to this application example further includes a control unit in the fuel cell truck according to (1) above. The control unit determines whether the cab is in a locked state with respect to tilting rotation relative to the vehicle body. When it is determined that the cab is not in the locked state, the supply of the hydrogen gas to the fuel cell system is restricted.

[0011] According to this application example, when the cab is not in the locked state (unlocked state), in order to restrict the supply of hydrogen gas to the fuel cell system, the internal pressure of the swivel joint can be suppressed during tilting rotation of the cab, and the load applied to the swivel joint can be reduced. Thereby, interference between the tilting rotation of the cab and the hydrogen tank on the roof can be more stably prevented.

[0012] (3) The fuel cell truck according to this application example further includes a control unit, a discharge passage communicating with the cab-side passage, and a discharge valve for opening and closing the discharge port of the discharge passage in the fuel cell truck according to (1) above. The control unit is characterized in that when the cab tilts and rotates, the discharge valve is opened.

[0013] According to this application example, when the cab tilts and rotates, the control unit opens the discharge valve, discharges the hydrogen gas remaining in the cab-side passage from the discharge passage into the atmosphere, and the cab can be tilted and rotated in a state where almost no hydrogen gas remains in these passages. Thereby, interference between the rotation of the cab and the hydrogen tank on the roof can be more stably prevented.

[0014] Thus, according to the present invention, it is possible to provide a fuel cell truck that does not interfere with the tilting rotation of the cab even when a hydrogen tank is installed on the roof of the cab, and hydrogen gas can be supplied from the hydrogen tank on the roof during use of the fuel cell system.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying out the Invention

[0016] An embodiment of a fuel cell truck according to the present invention will be described with appropriate reference to FIGS. 1 to 5.

[0017] First, the configuration of the fuel cell truck according to this embodiment will be described. The fuel cell truck according to this embodiment is the fuel cell truck 1000 shown in FIGS. 1 and 2, and includes tires 10 (10A, 10B), a chassis frame 20, and a cab bridge 30. Further, the fuel cell truck 1000 includes, as a cab, a cab body 40, a tilt lever 50, a tilt arm 60, a pair of bearings 70 (70A, 70B), and a pair of hinge shafts 80 (80A, 80B).

[0018] In addition, the fuel cell truck 1000 includes, as a hydrogen gas supply circuit, a first hydrogen tank 110, a first pipe 120, a fuel cell system 130, a second hydrogen tank 140 (140A, 140B), a second upstream pipe 150, a swivel joint 160, a second downstream pipe 170, and a shut-off valve 180. Additionally, the fuel cell truck 1000 includes, as a hydrogen gas discharge circuit, a third pipe 210 and a discharge valve 220.

[0019] Furthermore, the fuel cell truck 1000 includes a drag foil 300 and a vehicle control device 500. In FIGS. 1 and 2, for convenience of explanation, the dimensions of each device may be different from the actual ones, and in particular, the swivel joint 160 and its surroundings, which are characteristic parts of the fuel cell truck 1000, are shown partially enlarged.

[0020] The chassis frame 20 has a ladder frame structure. Specifically, it is composed of a pair of side rails extending in the vehicle length direction (front-rear direction) on both sides in the vehicle width direction (left-right direction) of the fuel cell truck 1000, and a plurality of cross members extending in the vehicle width direction so as to connect the pair of side rails to each other. In FIGS. 1 and 2, only the left side rail of the pair of side rails is shown.

[0021] The cab bridge 30 is configured, for example, in a gate shape (i.e., an arch shape) and is attached to the pair of side rails at both ends thereof. Therefore, the cab bridge 30 is arranged so as to span the pair of side rails.

[0022] The cab body 40 is arranged at the front side in the vehicle length direction of the fuel cell truck 1000, and constitutes a cab having a driver's seat inside thereof. The cab body 40 is supported from below in the vehicle height direction by the chassis frame 20, and is supported from the rear in the vehicle length direction by the cab bridge 30. Further, a hydrogen filling port p for supplying hydrogen gas to the first hydrogen tank 110 and the second hydrogen tank 140 (140A, 140B) is formed in the cab body 40. The hydrogen gas filled from the hydrogen filling port p is supplied to the first hydrogen tank 110 and the second hydrogen tank 140 through the respective pipes described later. The cab body 40 is configured to be tilt-rotatable with respect to the vehicle body (for example, the chassis frame 20) about a hinge shaft 80 (80A, 80B) arranged to extend in the vehicle width direction at the front end portion in the vehicle length direction of the chassis frame. That is, when the cab body 40 tilt-rotates, it assumes a forward-tilted posture as shown in FIG. 2, facilitating access to the fuel cell system 130 and the like provided below the cab body 40.

[0023] The tilt lever 50 is a lever that can be switched between a locked state and an unlocked state (unlocked state) by an operator, and is attached to the rear in the vehicle length direction of the cab body 40. Here, the locked state refers to a state in which the rear in the vehicle length direction of the cab body 40 is fixed by the cab bridge 30 (one state of the tilt lever 50). Note that the tilt lever 50 can be in the locked state only when the cab body 40 is in the closed state (non-tilt state shown in FIG. 1).

[0024] The tilt arm 60 is connected to a bracket (not shown) of the cab body 40 at its upper end side and is connected to the chassis frame 20 at its lower end side. The tilt arm 60 is configured as a link mechanism that can be bent and deformed. When the cab body 40 is in the closed state (the state shown in FIG. 1), it is in a bent state, and when the cab body 40 is in the open state (the state shown in FIG. 2), it is in a straight extended state. The tilt arm 60 includes a biasing means (for example, a spring: not shown) for rotating the cab body 40 from the closed state to the open state, a sensor (not shown) for detecting the current state (the bent state or the straight extended state), and a lock mechanism (not shown) for maintaining the current state by locking the tilt arm 60. Here, the locked state means a state in which the tilt arm 60 itself is locked.

[0025] As shown in FIG. 3, a pair of bearings 70 (70A, 70B) are respectively provided on both sides in the vehicle width direction of the fuel cell truck 1000 and are fixed to the side rails of the chassis frame 20 by bolts or the like.

[0026] A pair of hinge shafts 80 (80A, 80B) are supported by a pair of bearings 70 (70A, 70B) at both ends thereof and are rotatably arranged in the rotational direction shown in FIG. 1. The pair of hinge shafts 80 (80A, 80B) function as fulcrums for rotation when the cab body 40 tilts and rotates by the tilt arm 60.

[0027] The first hydrogen tank 110 is attached to the outside in the vehicle width direction on each of the pair of side rails in the chassis frame 20. In FIGS. 1 and 2, a state in which the first hydrogen tank 110 is attached to the side rail on the left side in the vehicle width direction is shown. The first hydrogen tank 110 includes a storage portion for storing hydrogen gas, a valve for adjusting the flow rate of discharging hydrogen gas from this storage portion, and a sensor for detecting the state of this valve.

[0028] The first pipe 120 is, for example, a steel pipe, and is connected to the hydrogen gas discharge port in the first hydrogen tank 110 at one end side thereof, and is connected to the fuel cell system 130 at the other end side. Inside the first pipe 120, a main passage S connecting the first hydrogen tank 110 and the fuel cell system 130 is formed. Thereby, the first pipe 120 is configured to be able to supply the hydrogen gas discharged from the first hydrogen tank 110 to the fuel cell system 130.

[0029] The fuel cell system 130 includes a fuel cell that generates electricity by chemically reacting oxygen in the air taken in from the atmosphere with hydrogen in the hydrogen gas supplied from the first hydrogen tank 110 and the second hydrogen tanks 140 (140A, 140B). Further, the fuel cell system 130 also includes a battery that stores the electric power generated by the power generation of this fuel cell, and a system for supplying electric power from these fuel cells and the battery to the driving motor, and functions as a power source in the fuel cell truck 1000.

[0030] The second hydrogen tanks 140 (140A, 140B) are fixed on the roof r of the cab body 40, in other words, are fixed in the space between the cab body 40 and the drag foil 300 in the vehicle height direction. Each of the second hydrogen tanks 140 (140A, 140B) includes a storage portion that stores hydrogen gas, a valve that adjusts the flow rate of discharging hydrogen gas from this storage portion, and a sensor that detects the state of this valve. In FIG. 1, a state in which the hydrogen gas discharge port in the second hydrogen tank 140 (140A, 140B) faces the right side in the vehicle width direction is shown.

[0031] As a means for fixing the second hydrogen tank 140 (140A, 140B) on the roof r of the cab body 40, for example, the outer convex portion of the second hydrogen tank 140 is disposed in the concave portion on the roof r of the cab body 40, and in this state, the second hydrogen tank 140 (140A, 140B) is fixed on the roof r of the cab body 40 by using fixing means such as bolts. However, the fixing means is not limited to a specific method and may be appropriately determined by an existing method or a combination of existing methods.

[0032] The second upstream pipe 150 is, for example, a steel pipe, branched at one end side and connected to the hydrogen gas discharge ports of the second hydrogen tanks 140 (140A, 140B) respectively, and connected to the rotating portion 162 (see FIG. 4) of the swivel joint 160 at the other end side. Inside the second upstream pipe 150, a cab side passage s1 communicating with the internal space of the second hydrogen tank 140 (140A, 140B) and the internal passage (joint passage j) of the swivel joint 160 is formed. The cab side passage s1 is rotatable along with the tilt rotation of the cab body 40 with respect to the internal passage (hinge passage s2) of the hinge shaft 80B.

[0033] As shown in FIGS. 3 and 4, the swivel joint 160 includes a fixed portion 161 attached to the end of one hinge shaft 80B (specifically, externally fitted to the tip of the hinge shaft 80B), a rotating portion 162 attached to the end of the other hinge shaft 80A (specifically, externally fitted to the tip of the hinge shaft 80A), and bearings 163, 164 respectively attached between the fixed portion 161 and the rotating portion 162.

[0034] The fixed portion 161 has its base side connected to the hinge shaft 80B, and a columnar tip side with a smaller diameter than the base side is inserted into the rotating portion 162. The fixed portion 161 does not rotate with respect to the vehicle body (chassis frame 20).

[0035] The rotating part 162 has its base side connected to the hinge shaft 80A, and the cylindrical tip side is externally fitted to the fixed part 161. The rotating part 162 is rotatable with respect to the fixed part 161 and the hinge shaft 80B, that is, it is rotatable with respect to the vehicle body (chassis frame 20). The bearings 163 and 164 are bearings for allowing the rotation of the rotating part 162 with respect to the fixed part 161.

[0036] Inside the swivel joint 160, a joint passage j is formed from the inside of the fixed part 161 to the inside of the rotating part 162. One end side (the base side of the fixed part 161) of the joint passage j extends along the axis of the hinge shaft 80B and communicates with the hinge passage s2, and the other end side (the tip side of the fixed part 161) bends in the radial direction of the fixed part 161 and communicates with the cab side passage s1.

[0037] Inside the hinge shaft 80B, a hinge passage s2 is formed which communicates with the joint passage j and the internal passage (vehicle body side passage s3) of the second downstream pipe 170. The hinge passage s2 is formed along the hinge shaft 80B. In order to suppress the deviation of the relative positional relationship between the cab body 40 and the second hydrogen tank 140 (140A, 140B) accompanying the rotation of the cab body 40, it is preferable that the axis of the hinge shaft 80B and the axis of the swivel joint 160 (specifically, the rotation axis of the rotating part 162) are the same axis.

[0038] Figure 4(b) shows the state of the swivel joint 160 when the cab body 40 is in the closed position (the state shown in FIG. 1). FIG. 4(c) shows the state of the swivel joint 160 when the cab body 40 is in the open position (the state shown in FIG. 2). The joint passage j of the rotating portion 162 is formed to extend in the circumferential direction on the inner peripheral side of the rotating portion 162 so as to maintain the communication state with the joint passage j of the fixed portion 161 even when the rotating portion 162 rotates with respect to the fixed portion 161. Therefore, as shown in FIGS. 4(b) and (c), in any state of the cab body 40 being in the closed position and the open position, the joint passage j of the fixed portion 161 and the joint passage j of the rotating portion 162 communicate with each other at the swivel joint 160, and the hydrogen gas supplied from the second hydrogen tank 140 (140A, 140B) passes through the joint passage j.

[0039] Also, the swivel joint 160 may have a function of blocking the inflow of hydrogen gas into the joint passage j when the pressure in the joint passage j inside it becomes a predetermined value or more in order to more reliably prevent wear and damage inside it. This function can be realized, for example, by using a lip-type pressure differential seal.

[0040] The second downstream pipe 170 is, for example, a steel pipe, and one end thereof is connected to the fixed portion 161 of the swivel joint 160, and the other end thereof is connected to the first pipe 120. The connection location of the second downstream pipe 170 to the first pipe 120 is between the first hydrogen tank 110 and the fuel cell system 130 in the flow direction of the hydrogen gas supplied from the first hydrogen tank 110. A vehicle body side passage s3 that communicates with the main passage S and the hinge passage s2 is formed throughout the inside of the second downstream pipe 170.

[0041] The shut-off valve 180 is a valve for controlling and blocking the flow of hydrogen gas in the vehicle body side passage s3 of the second downstream pipe 170.

[0042] The third pipe 210 is connected to the second upstream pipe 150 at one end thereof. A discharge valve 220 and a discharge port O are provided at the other end of the third pipe 210. Inside the third pipe 210, a discharge passage d communicating with the cab-side passage s1 of the second upstream pipe 150 is formed. The discharge port O is provided at the end of the discharge passage d and is for discharging the hydrogen gas staying in the cab-side passage s1, the joint passage j, and the hinge passage s2 into the atmosphere.

[0043] The discharge valve 220 is a valve disposed in the third pipe 210 so as to be able to open and close the discharge port O.

[0044] The drag foiler 300 is provided so as to cover the second hydrogen tanks 140 (140A, 140B) placed on the roof r of the cab body 40.

[0045] The vehicle control device 500 is a VCU (Vehicle Control Unit), which is a computer that performs various controls of the fuel cell truck 1000. For example, it can transmit instructions to the sensors of the tilt lever 50, the sensors of the tilt arm 60, the valves and sensors of the first hydrogen tank 110, the valves and sensors of the second hydrogen tanks 140 (140A, 140B), the shut-off valve 180, and the discharge valve 220, and is configured to be able to receive information (data) from these. The vehicle control device 500 includes a CPU, a main storage device, an auxiliary storage device which is a non-temporary tangible medium, and an interface.

[0046] The fuel cell truck 1000 is provided with two hydrogen gas supply systems and one hydrogen gas discharge system. The first hydrogen gas supply system, which is the first hydrogen gas supply system, connects the first hydrogen tank 110 and the fuel cell system 130, and constitutes a first supply passage (specifically, the main passage S) for supplying the hydrogen gas in the first hydrogen tank 110 to the fuel cell system 130. The first hydrogen gas supply system includes a first pipe 120 that constitutes the main passage S. The first hydrogen gas supply system supplies the hydrogen gas flowing out from the first hydrogen tank 110 to the fuel cell system 130 without flowing it out to the swivel joint 160 by opening the valve of the first hydrogen tank 110 after the vehicle control device 500 closes the shut-off valve 180.

[0047] The second hydrogen gas supply system, which is the second hydrogen gas supply system, connects the second hydrogen tank 140 (140A, 140B) and the fuel cell system 130, and constitutes a second supply passage (specifically, a passage having a cab side passage s1, a joint passage j, a hinge passage s2, a vehicle body side passage s3, and a main passage S) for supplying the hydrogen gas in the second hydrogen tank 140 (140A, 140B) to the fuel cell system 130. The second hydrogen gas supply system includes a second upstream pipe 150 that constitutes the cab side passage s1, a swivel joint 160 that constitutes the joint passage j communicating with the cab side passage s1, a hinge shaft 80B that constitutes the hinge passage s2 communicating with the joint passage j, a second downstream pipe 170 that constitutes the vehicle body side passage s3 communicating with the hinge passage s2, a shut-off valve 180 disposed in the vehicle body side passage s3, and a first pipe 120 that constitutes the main passage S communicating with the vehicle body side passage s3. The second hydrogen gas supply system supplies the hydrogen gas flowing out from the second hydrogen tank 140 (140A, 140B) to the fuel cell system 130 by opening the valves of the second hydrogen tank 140 (140A, 140B) and the shut-off valve 180 by the vehicle control device 500.

[0048] The hydrogen gas discharge system is connected to the second upstream pipe 150 and constitutes a discharge passage d for discharging the hydrogen gas staying in the internal passage (cab side passage s1) of the second upstream pipe 150, the internal passage (joint passage j) of the swivel joint 160, and the internal passage (hinge passage s2) of the hinge shaft 80B to the atmosphere. Specifically, the hydrogen gas discharge system includes a third pipe 210 that constitutes the discharge passage d communicating with the cab side passage s1, and a discharge valve 220 that opens and closes the discharge port O which is the opening of the discharge passage d. When the vehicle control device 500 tilts and rotates the cab body 40, the hydrogen gas discharge system closes the shut-off valve 180, then closes the valves of the second hydrogen tanks 140 (140A, 140B), and then opens the discharge valve 220 to discharge the hydrogen gas staying in the cab side passage s1, the joint passage j, and the hinge passage s2 from the discharge port O to the atmosphere. Here, the "when the cab body 40 is tilted and rotated" specifically means at least any one of, for example, immediately before rotating the cab body 40, while rotating the cab body 40, and after receiving an operation instruction to rotate the cab body 40.

[0049] Next, the operation of the fuel cell truck according to this embodiment will be described. This operation includes, for example, steps S1 to S5 shown in FIG. 5.

[0050] In step S1 shown in FIG. 5, the vehicle control device 500 determines whether it has received a hydrogen gas supply instruction. If it determines that it has received the instruction (that is, if step S1 is Yes), the process proceeds to step S2. If it determines that it has not received the instruction (that is, if step S1 is No), the process is suspended.

[0051] In step S2 shown in FIG. 5, the vehicle control device 500 determines whether the cab body 40 is in a locked state with respect to the tilting rotation of the cab body 40 with respect to the vehicle body based on the information received from the sensor of the tilt lever 50 and the sensor of the tilt arm 60. Specifically, the vehicle control device 500 determines that the cab body 40 is in a locked state when at least one of the tilt lever 50 and the tilt arm 60 is in a locked state, and determines that the cab body 40 is not in a locked state in other cases. Then, when the vehicle control device 500 determines that the cab body 40 is in a locked state (that is, when step S2 is Yes), the process proceeds to step S3, and when the vehicle control device 500 determines that the cab body 40 is not in a locked state (that is, when step S2 is No), the process proceeds to step S4.

[0052] In step S3 shown in FIG. 5, the fuel cell truck 1000 normally supplies hydrogen gas to the fuel cell system 130. Specifically, the fuel cell truck 1000 normally supplies hydrogen gas by opening the valve of any one of the first hydrogen tank 110 and the second hydrogen tanks 140 (140A, 140B). Examples of the arbitrary hydrogen tank here include all the hydrogen tanks mounted on the fuel cell truck 1000, the hydrogen tank with the most residual hydrogen gas among these hydrogen tanks, or the second hydrogen tanks 140 (140A, 140B) that are difficult to use during the hydrogen gas supply restriction in step S5 described later.

[0053] In step S4 shown in FIG. 5, the vehicle control device 500 closes the shut-off valve 180, then closes the valve of the second hydrogen tank 140 (140A, 140B), and then opens the discharge valve 220 to discharge the trapped hydrogen gas in the cab-side passage s1 of the second upstream pipe 150 and the joint passage j of the swivel joint 160 to the atmosphere.

[0054] In step S5 shown in FIG. 5, the vehicle control device 500 supplies hydrogen gas to the fuel cell system 130 only from the first hydrogen tank 110 by opening the valve of the first hydrogen tank 110 while the valves of the second hydrogen tanks 140 (140A, 140b) and the shut-off valve 180 are closed (hydrogen gas supply restriction). Alternatively, the vehicle control device 500 prohibits the supply of hydrogen gas from any hydrogen tank (hydrogen gas supply restriction) and notifies the driver of this fact by voice, display, or the like.

[0055] According to the present embodiment, since the hydrogen gas stored in the second hydrogen tanks 140 (140A, 140B) placed on the roof r of the cab body 40 can be used for power generation of the fuel cell system 130, the space on the roof r of the cab body 40 (a dead space where no equipment was arranged in the prior art) can be effectively utilized to improve the cruising range of the fuel cell truck 1000. Moreover, when the cab body 40 tilts and rotates, since the second upstream pipe 150 connected to the second hydrogen tanks 140 (140A, 140B) on the roof r follows the tilting rotation of the cab body 40 due to the rotation of the rotating part 162 of the swivel joint 160, interference of the second upstream pipe 150 with the tilting rotation of the cab body 40 can be prevented.

[0056] Further, according to the present embodiment, when the cab body 40 is not in a locked state with respect to tilting rotation with respect to the vehicle body (that is, when it is in an unlocked state), the supply of hydrogen gas from the second hydrogen tanks 140 (140A, 140B) to the fuel cell system 130 is restricted. Therefore, the internal pressure (air pressure in the joint passage j) of the swivel joint 160 can be suppressed during the tilting rotation of the cab body 40, and the load applied to the swivel joint 160 can be reduced. As a result, when the cab body 40 tilts and rotates, the rotating part 162 of the swivel joint 160 can be rotated more reliably, so that interference of the second upstream pipe 150 with the tilting rotation of the cab body 40 can be more stably prevented.

[0057] Furthermore, according to the present embodiment, when the cab main body 40 tilts and rotates, the vehicle control device 500 opens the discharge valve 220 to discharge the hydrogen gas remaining in the cab side passage s1 to the atmosphere through the discharge passage d, and the cab main body 40 can be tilted and rotated with almost no hydrogen gas remaining in these passages. Thereby, the internal pressure (air pressure in the joint passage j) of the swivel joint 160 can be suppressed when the cab main body 40 tilts and rotates, and the load applied to the swivel joint 160 can be reduced. Therefore, when the cab main body 40 tilts and rotates, the rotating portion 162 of the swivel joint 160 can be rotated more reliably, so that the interference of the second upstream pipe 150 with the tilting rotation of the cab main body 40 can be prevented more stably.

[0058] With the above, the description of one embodiment of the fuel cell truck according to the present invention is completed, but the aspects of the present invention are not limited to the above embodiment. For example, the number of the second hydrogen tanks 140 may be one or more, and the number of the first hydrogen tank 110 and the second hydrogen tank 140 can be appropriately changed according to the scale and use of the fuel cell truck 1000 and the like. Furthermore, the number, shape, etc. of the second hydrogen tanks 140 may be appropriately changed so as to maximize the utilization of the space on the roof r of the cab main body 40.

[0059] In the flow direction of the hydrogen gas supplied from the second hydrogen tanks 140 (140A, 140B), a suction pump for extracting hydrogen gas and air from the vehicle body side passage s3 between the swivel joint 160 and the shut-off valve 180 may be provided to further reduce the internal pressure applied to the swivel joint 160 when the cab main body 40 tilts and rotates. Thereby, the wear and damage of the swivel joint 160 can be more reliably suppressed.

[0060] Although the hydrogen filling port p is provided on the cab main body 40 side, it may be installed on the front side in the vehicle front-rear direction of the first hydrogen tank 110 located behind the cab main body 40.

Description of Reference Numerals

[0061] 10 (10A, 10B) tire 20 chassis frame 30 cab bridge 40 cab body 50 tilt lever 60 tilt arm 70 (70A, 70B) bearing 80 (80A, 80B) hinge shaft 110 first hydrogen tank 120 first pipe 130 fuel cell system 140 (140A, 140B) second hydrogen tank 150 second upstream pipe 160 swivel joint 170 second downstream pipe 180 shut-off valve 210 third pipe 220 discharge valve 300 drag foil 500 vehicle control device 1000 fuel cell truck d discharge passage j joint passage S main passage s1 cab side passage s2 hinge passage s3 vehicle body side passage О discharge port p hydrogen filling port

Claims

1. A cab that can tilt and rotate with respect to the vehicle body with a hinge shaft as a fulcrum, A fuel cell system that generates electricity by a chemical reaction between hydrogen gas and oxygen, A hydrogen tank placed on the roof of the cab for storing the hydrogen gas, A fuel cell truck comprising a supply passage that connects the hydrogen tank and the fuel cell system and supplies the hydrogen gas to the fuel cell system, wherein The supply passage A hinge passage formed along the hinge shaft, A cab-side passage for connecting the hydrogen tank from the hinge passage, A vehicle body-side passage for connecting the fuel cell system from the hinge passage, and has The fuel cell truck, characterized in that the hinge passage and the cab-side passage are connected via a swivel joint, and the cab-side passage is rotatable with respect to the hinge passage as the cab tilts and rotates.

2. Further comprising a control unit, The control unit determines whether or not the cab is in a locked state with respect to the tilt rotation of the cab with respect to the vehicle body, and restricts the supply of the hydrogen gas to the fuel cell system when it is determined that the cab is not in the locked state. The fuel cell truck according to claim 1.

3. A control unit, An exhaust passage communicating with the cab-side passage, Further comprising a discharge valve for opening and closing the discharge port of the exhaust passage, The fuel cell truck according to claim 1, characterized in that the control unit opens the discharge valve when tilting and rotating the cab.

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