Work vehicle and tank unit

Abstract

To provide a work vehicle etc. which can accurately detect an impact occurring in a tank.SOLUTION: A machine according to one embodiment of the disclosure comprises: a vehicle body; a fuel battery mounted on the vehicle body; and a tank unit having a tank capable of storing a fuel. The tank unit has: a casing which houses the tank; and an impact sensor capable of detecting an impact applied to the casing.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present disclosure relates to a work vehicle and a tank unit.

Background Art

[0002] Patent Document 1 describes a fuel cell system including a hydrogen tank that supplies hydrogen to a fuel cell, a main shut-off valve provided in the hydrogen tank that switches the supply and stop of hydrogen by opening and closing, and an atmospheric pressure sensor that measures atmospheric pressure for controlling the supply of hydrogen to the fuel cell. In the fuel cell system of Patent Document 1, a collision with the vehicle is detected from the measurement result of the atmospheric pressure sensor when the drive wheels are in a locked state and the main shut-off valve is open, and when a collision is detected, control is executed to close the main shut-off valve.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the fuel cell system of Patent Document 1, depending on the physical distance from the atmospheric pressure sensor to the hydrogen tank, there is a possibility that the impact generated in the hydrogen tank cannot be accurately detected. Further, in the fuel cell system of Patent Document 1, depending on the transmission distance of the control signal from the control device to the main shut-off valve, there is also a possibility that the closing operation may be delayed due to a communication time lag.

[0005] In view of such conventional problems, a first object of the present disclosure is to provide a work vehicle or the like that can accurately detect an impact generated in a tank. Another object of the present disclosure is to provide a work vehicle or the like that can suppress a delay from impact detection to the closing operation of a valve.

Means for Solving the Problems

[0006] An apparatus according to one aspect of the present disclosure is a work vehicle including a vehicle body, a fuel cell mounted on the vehicle body, and a tank unit having a tank capable of storing fuel, wherein the tank unit includes a casing that houses the tank and a shock sensor capable of detecting a shock applied to the casing.

[0007] Embodiments of the present disclosure can be implemented by an apparatus, a system, a method, an integrated circuit, a computer program, or a non-transitory computer-readable recording medium, or any combination thereof. The recording medium may be either volatile or non-volatile. The apparatus may be composed of a plurality of individual apparatuses. When composed of a plurality of individual apparatuses, they may be arranged in one housing or separated and arranged in two or more separate housings.

Advantages of the Invention

[0008] According to the present disclosure, it is possible to provide a work vehicle or the like that can accurately detect a shock generated in a tank. According to the present disclosure, it is possible to provide a work vehicle or the like that can suppress a delay from shock detection to the closing operation of a valve.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Mode for Carrying Out the Invention

[0010] <Summary of Embodiments of the Present Disclosure> The summary of the embodiments of the present disclosure will be listed and described below. (1) The apparatus according to one aspect of the present embodiment is a work vehicle including a vehicle body, a fuel cell mounted on the vehicle body, and a tank unit capable of storing fuel, wherein the tank unit includes a casing that houses the tank, and a shock sensor capable of detecting a shock applied to the casing.

[0011] According to the work vehicle of the present embodiment, since a shock sensor capable of detecting a shock applied to the casing housing the tank is adopted, the physical distance from the sensor to the tank can be shortened compared to the case where the sensor is provided on the vehicle body of the work vehicle or the like. Therefore, the detection accuracy of the shock generated in the tank is improved, and a work vehicle capable of accurately detecting the shock can be provided. Thus, the first object is achieved.

[0012] (2) In the work vehicle of (1) above, the tank unit includes a pipe connected to the tank and allowing the gas of the fuel discharged from the tank to flow therethrough, and an opening / closing valve capable of blocking the flow of the gas of the fuel in the pipe, and the opening / closing valve may close when the shock sensor detects the shock. In this way, since the opening / closing valve automatically closes in response to the detection of the shock, gas leakage from the tank can be prevented.

[0013] (3) In the work vehicle of (2) above, when a plurality of the tanks are housed in the casing and the pipe includes a main pipe and branch pipes branched from the main pipe and each communicating with the tank, the opening / closing valve may include at least one of a first valve disposed in the main pipe and second valves respectively disposed in the branch pipes. This is because gas leakage from the tank can be prevented by closing the gas flow in at least one of the main pipe and all the branch pipes.

[0014] (4) In the work vehicle according to (1) to (3) above, the casing may have an outflow portion for allowing the fuel gas to flow out of the casing, and the pipe may include an outflow pipe connecting the tank and the outflow portion. In this way, since the outflow pipe connects the tank and the outflow portion, by connecting the external pipe leading to the fuel cell to the outflow portion, a supply path for the fuel gas from the tank to the fuel cell is configured.

[0015] (5) In the work vehicle according to (1) to (4) above, the casing may have an inflow portion for allowing the fuel gas to flow into the tank, and the pipe may include an inflow pipe connecting the tank and the inflow portion. In this way, since the inflow pipe connects the tank and the inflow portion, hydrogen can be filled from the hydrogen station into the tank by connecting the coupler of the hydrogen station to the inflow portion.

[0016] (6) In the work vehicle according to (1) to (5) above, the tank unit may have a control device for closing the on-off valve according to the detection signal of the impact sensor. In this case, since the tank unit has a control device for closing the impact sensor, the communication time lag is smaller than when another control device provided on the vehicle body of the work vehicle controls the impact sensor. Therefore, it is possible to provide a work vehicle capable of suppressing the delay from impact detection to valve closing operation. Thus, the second object is achieved.

[0017] (7) In the work vehicle according to (6) above, the control device may be connected to a communication port for external communication provided on the casing. In this case, by connecting a communication cable leading to another control device on the vehicle side to the communication port, the control device of the tank unit can communicate with the other control device. Therefore, for example, information necessary for controlling the fuel cell can be exchanged with the other control device.

[0018] In addition, when another control device controls the on-off valve, the control device of the tank unit may transfer the detection signal of the impact sensor to the other control device, and the other control device that has received the detection signal may transfer a control command for the closing operation to the control device of the tank unit.

[0019] (8) The device according to another aspect of the present embodiment is a tank unit provided in a work vehicle whose drive source is a fuel cell, and includes a tank capable of filling fuel to be supplied to the fuel cell, a casing that houses the tank, and an impact sensor capable of detecting an impact applied to the casing.

[0020] According to the tank unit of the present embodiment, since an impact sensor capable of detecting an impact applied to the casing that houses the tank is adopted, the physical distance from the sensor to the tank can be shortened as compared with the case where the impact sensor is provided on the vehicle body of the work vehicle or the like. Therefore, the detection accuracy of the impact generated in the tank is improved, and a work vehicle capable of accurately detecting the impact can be provided. Thus, the first object is achieved.

[0021] (9) In the tank unit of (8) described above, it has a pipe connected to the tank and through which the gas of the fuel discharged from the tank flows, and an on-off valve capable of blocking the flow of the gas of the fuel in the pipe, and the on-off valve may close when the impact sensor detects the impact. By doing so, since the on-off valve automatically closes in response to the detection of the impact, gas leakage from the tank can be prevented.

[0022] (10) In the tank unit (9) described above, the tanks are accommodated in plurality in the casing, the piping includes a main pipe and branch pipes branched from the main pipe and each communicating with the tank, and the on-off valve may include at least one of a first valve disposed in the main pipe and a second valve disposed in the branch pipe. This is because gas leakage from the tank can be prevented by closing the fuel flow in at least one of the main pipe and all the branch pipes.

[0023] <Details of Embodiments of the Present Disclosure> Hereinafter, details of embodiments of the present disclosure will be described with reference to the drawings. Note that at least a part of the embodiments described below may be arbitrarily combined.

[0024] 〔Overall Structure of Work Vehicle〕 FIG. 1 is a perspective view showing an example of the overall structure of a work vehicle 1. FIG. 2 is a right side view of the work vehicle 1 with some exterior parts (such as the bonnet 34 and the cover 111) removed. As shown in FIGS. 1 and 2, the work vehicle 1 is a vehicle used for agricultural work, specifically a tractor. However, the work vehicle 1 is not limited to a tractor and may be a moving body such as an agricultural machine, a construction machine, and a utility vehicle.

[0025] The work vehicle 1 includes a vehicle body 11, a traveling device 12 that supports the vehicle body 11, a driver's seat 15, a cabin 16, and the like. The vehicle body 11 includes a chassis 41, a bonnet 34, a cover 111, a cabin 16, and a fender for the rear wheel 12B. Specifically, on the chassis 41 of the vehicle body 11, a bonnet 34 and a cover 111 are mounted in order from the front to the rear, and a cabin 16 is disposed behind the cover 111.

[0026] The work vehicle 1 further includes a tank unit 21 having a plurality of tanks 13 (see FIG. 2) for storing fuel therein, and a drive device 14 driven by the stored fuel. The fuel is liquid or gas, such as hydrogen, methane, carbon monoxide (CO), etc. In this embodiment, the tank 13 stores hydrogen gas. The work vehicle 1 is a fuel cell vehicle (FCV: Fuel Cell Vehicle). The work vehicle 1 has a power generation system (FC power generation system) using a fuel cell. The fuel cell 24 generates power by hydrogen. The fuel cell 24 may generate power by methane or carbon monoxide (CO).

[0027] The drive device 14 includes a fuel cell 24, a battery unit 30, and an electric motor 31 (see FIG. 3: hereinafter also referred to as "motor 31"). The battery unit 30 incorporates at least one battery pack 30A (see FIG. 4) that accumulates the output power of the fuel cell 24. The work vehicle 1 has an external pipe 22 for hydrogen gas. The hydrogen gas in the tank 13 is supplied to the fuel cell 24 through the external pipe 22. The hydrogen gas is supplied from the gas filling connector 210 (see FIG. 5) of the tank unit 21 and filled into each tank 13.

[0028] The cabin 16 is a partitioned driver's cab having front pillars, rear pillars, and a roof. The front pillars are arranged on the left and right sides in front of the driver's seat 15, and the rear pillars are arranged on the left and right sides behind the driver's seat 15. Instead of the cabin 16, the work vehicle 1 may have a canopy or a rollover protective structure (ROPS). When the work vehicle 1 does not mount the cabin 16, the tank unit 21 is arranged above the driver's seat 15 by a mounting frame 17 described later.

[0029] The traveling device 12 is composed of front wheels 12A and rear wheels 12B. Both of them are arranged symmetrically with respect to the vehicle body 11. One or both of the front wheels 12A and the rear wheels 12B rotate by the power of the motor 31. One or both of the wheels 12A, 12B (drive wheels) that rotate by the power of the motor 31 may be crawlers (endless tracks).

[0030] As shown in FIG. 2, in the portion of the chassis 41 corresponding to the front wheels 12A, a first radiator 48, a fuel cell 24, and a second radiator 49 are mounted in order from the front side to the rear side. The first radiator 48 and the fuel cell 24 are covered by the bonnet 34, and the second radiator 49 is covered by a cover 111.

[0031] As shown in FIG. 1, the upper surface of the cover 111 is higher than the uppermost end of the bonnet 34, but lower than the uppermost end of the steering wheel of the driver's seat 15. Further, the rear end portion of the bonnet 34 is at a position lower than the cover 111, and the upper surface of the bonnet 34 is formed in a tapered shape that gradually becomes lower from the rear end portion toward the front end portion. For this reason, it has a structure in which it is difficult to obstruct the forward view from the operator sitting in the driver's seat 15.

[0032] 〔Internal Structure of the Work Vehicle〕 FIG. 3 is a perspective view showing an example of the internal structure of the work vehicle 1. As shown in FIG. 3, the chassis 41 constituting the vehicle body 11 is made of a steel frame having a long shape in the front-rear direction, and has a front frame 32 and a transmission case 33. The transmission case 33 is connected to the rear portion of the front frame 32, and the framework of the vehicle body 11 is formed by the transmission case 33 and the front frame 32.

[0033] A mounting frame 17 for arranging the tank unit 21 above the cabin 16 is connected to the chassis 41. The mounting frame 17 includes a substantially rectangular ceiling frame 17A whose front-rear direction is longer than the left-right direction, a plurality of pillars 17B that support the ceiling frame 17A from below, and a pair of left and right reinforcing frames 17C connected to the front end portion of the ceiling frame 17A.

[0034] The tank unit 21 is connected to the ceiling frame 17A in a horizontally placed state. As shown in FIG. 2, the ceiling frame 17A is at a position higher than the roof of the cabin 16. Therefore, the tank unit 21 is arranged above the roof of the cabin 16. The reinforcing frame 17C is a reinforcing diagonal member that slopes downward from the front end of the ceiling frame 17A to the front frame 32. Therefore, the rigidity of the mounting frame 17 in the front-rear direction is enhanced compared to the case where the ceiling frame 17A and the tank unit 21 are supported only by the pillar 17B.

[0035] A support frame 37 for supporting the battery unit 30 on the vehicle body 11 is connected to the chassis 41 of the work vehicle 1. Specifically, a motor 31 is mounted on the front frame 32 of the chassis 41, and the support frame 37 is attached to the portion of the front frame 32 corresponding to the motor 31. The support frame 37 is composed of, for example, a metal frame member and is attached in a cantilever state so as to protrude to the right from the front frame 32.

[0036] The transmission case 33 located behind the motor 31 has a power transmission mechanism inside. The power transmission mechanism includes a transmission, a clutch, and a differential gear, and decelerates or accelerates the rotation of the output shaft of the motor 31 and transmits it to the traveling device 12. The power transmission mechanism inside the transmission case 33 includes a branch mechanism that outputs a part of the power of the motor 31 to the PTO shaft 334 (see FIG. 4). The PTO shaft 334 is an output shaft that protrudes rearward from the transmission case 33.

[0037] A connecting device 44 (see FIG. 2), which is constituted by, for example, a three-point link mechanism, for connecting a work device 335 (see FIG. 4; also referred to as an "implement") for performing a desired agricultural work to the rear of the vehicle body 11 is attached to the transmission case 33. The three-point link mechanism can be constituted by, for example, an upper arm 44A that protrudes rearward from the transmission case 33 and a pair of left and right lower arms 44B. The work device 335 is, for example, a tiller and a baler.

[0038] The rotational motion of the PTO shaft 334 is transmitted to the input shaft of the working device 335 connected to the connecting device 44, for example, during the driving of the traveling device 12. Therefore, the work vehicle 1 can drive the working device 335 by the power of the motor 31 while traveling in a field or the like.

[0039] 〔Functional Configuration of Work Vehicle〕 FIG. 4 is a block diagram showing an example of the functional configuration of the work vehicle 1. As shown in FIG. 4, the functional system of the work vehicle 1 includes a fuel system FS, a power system PS, and a temperature control system TS.

[0040] The components of the fuel system FS include an internal pipe 51, a gas coupler 52, an external pipe 22, a tank unit 21, and the like. The components of the temperature control system TS include a plurality of radiators 48, 49, an air conditioner 50, and the like. The components of the power system PS include a fuel cell 24, a boost circuit 61, an inverter 62, a motor 31, a transmission case 33, DC / DC converters 64, 65, and a battery unit 30, and the like.

[0041] The internal pipe 51 is a gas pipe disposed inside the vehicle body 11. The base end portion of the internal pipe 51 is connected to the fuel cell 24, and a gas coupler 52 is connected to the tip end portion of the internal pipe 51. The external pipe 22 is a gas pipe disposed outside the vehicle body 11. The base end portion of the external pipe 22 is connected to the gas coupler 52, and the tip end portion of the external pipe 22 is connected to the gas supply connector 215 (see FIG. 5) of the tank unit 21.

[0042] Therefore, the hydrogen gas ejected from the tank unit 21 is supplied to the fuel cell 24 via the external pipe 22 and the internal pipe 51. The motor 31 has a rotor and a stator having a plurality of coils, and drives the output shaft at a predetermined torque and rotational speed. For example, only one motor 31 is mounted on the work vehicle 1, and the output shaft of the motor 31 is coupled to the transmission case 33.

[0043] A plurality of motors 31 may be mounted. For example, when providing two types of motors 31 for the front wheels 12A and the rear wheels 12B, the power of each motor 31 may be output to the front wheels 12A and the rear wheels 12B respectively. The power transmission mechanism of the transmission case 33 outputs all or part of the power of the motor 31 to the traveling device 12. Also, when operating the work device 335, the power transmission mechanism outputs the power of the motor 31 to the PTO shaft 334 as well.

[0044] The fuel cell 24 is, for example, a battery module configured by arranging a plurality of single cells having a positive electrode and a negative electrode in a stacked state. The fuel cell 24 aggregates the electric power generated by each single cell to generate the electric power necessary for driving the electric motor 31. The fuel cell 24 is connected to the second radiator 49 through the refrigerant flow path H2. That is, the electrodes are adjusted to a predetermined temperature by the coolant circulated from the second radiator 49. Thereby, the fuel cell 24 can maintain high power generation efficiency.

[0045] The fuel cell 24 is electrically connected to the input side of the boost circuit 61, and the output side of the boost circuit 61 is electrically connected to the DC side of the inverter 62. The boost circuit 61 boosts the voltage input from the fuel cell 24 and outputs it to the inverter 62 and the battery unit 30. The inverter 62 is electrically connected to the motor 31. The inverter 62 converts the DC input from the boost circuit 61 into three-phase AC and outputs it to the motor 31. Therefore, the electric power generated by the fuel cell 24 is boosted and converted into AC and transmitted to the motor 31.

[0046] The battery unit 30 is a power storage device that absorbs the load fluctuations of the fuel cell 24. Specifically, the battery unit 30 temporarily charges the power supplied from the boost circuit 61 and discharges it during high load to supply the driving power to the motor 31 to the inverter 62. The battery unit 30 includes a battery pack 30A and a monitoring unit 30B. The battery pack 30A includes at least one cell. The cell is a charge-discharge type such as, for example, a lithium-ion battery cell. The output voltage of the battery unit 30 is, for example, 24V.

[0047] The monitoring unit 30B includes a processor that performs switching control of the operation (charging or discharging) of the battery pack 30A and measurement of the state of charge (e.g., SOC). The monitoring unit 30B holds, for example, an SOC-OCV curve that defines the correspondence between the open circuit voltage (OCV) and the SOC of the battery pack 30A. The processor of the monitoring unit 30B can measure the SOC of the battery pack 30A based on the OCV value detected by a voltage sensor (not shown) and the curve.

[0048] The work vehicle 1 has a plurality of electrical components that operate at a voltage lower than that of the motor 31. DC power stepped down by a step-down circuit is supplied to these electrical components. The plurality of electrical components includes, for example, an auxiliary battery 63, radiators 48, 49, and an air conditioner 50. The step-down circuit is, for example, a plurality of DC / DC converters 64, 65 with different output voltages (hereinafter also referred to as the "first converter 64" and the "second converter 65").

[0049] The first converter 64 steps down the DC voltage input from the boost circuit 61 to a first voltage (e.g., 12 volts) and supplies it to the auxiliary battery 63, the air conditioner 50, etc. The second converter 65 steps down the DC voltage input from the boost circuit 61 to a second voltage (e.g., 24 volts) and supplies it to the radiators 48, 49. The inverter 62 and both converters 64, 65 are disposed at a portion corresponding to the driver's seat 15 on the chassis 41. Note that the second voltage of the second converter 65 may be supplied to the battery unit 30.

[0050] As described above, the first radiator 48 is disposed in front of the fuel cell 24, and the second radiator 49 is disposed behind the fuel cell 24 (see FIG. 2). These radiators 48 and 49 constitute a cooling system for cooling electrical components such as the fuel cell 24, the boost circuit 61, the inverter 62, the motor 31, and the first and second converters 64 and 65 with a coolant (refrigerant).

[0051] A cooling flow path H1 through which the coolant is circulated by a pump 66 is connected to the first radiator 48, and the coolant is cooled by heat exchange with the outside air. The first radiator 48 has a first fan 35 for promoting heat exchange with the outside air. The components to be cooled by the cooling flow path H1 of the first radiator 48 are electrical components (heat generating components) such as, for example, the boost circuit 61, the inverter 62, the motor 31, and the first and second converters 64 and 65.

[0052] A cooling flow path H2 through which the coolant is circulated by a pump 67 is connected to the second radiator 49, and the coolant is cooled by heat exchange with the outside air. The second radiator 49 has a second fan 36 for promoting heat exchange with the outside air. The components to be cooled by the cooling flow path H2 of the second radiator 49 are electrical components such as, for example, the fuel cell 24.

[0053] The auxiliary battery 63 is a power storage device that supplies power to a display, communication devices, etc. mounted on the driver's seat 15. The auxiliary battery 63 is, for example, a charge-discharge type lead-acid battery. The output voltage of the auxiliary battery 63 is, for example, 12V, which is lower than the output voltage of the battery unit 30 (for example, 24V). The auxiliary battery 63 can also be used as an auxiliary power source that supplies power to a control device 70, which will be described later, when the fuel cell 24 is stopped.

[0054] 4, an in-vehicle communication network 71 including, for example, at least one control device 70 is established in the work vehicle 1. The control device 70 is configured, for example, by an ECU (Electronic Control Unit) that communicates with various electrical components using a communication protocol such as CAN (Controller Area Network).

[0055] The in-vehicle communication network 71 is connected to a communication port 72 for performing wired communication with an external device, such as a control device 206 (see FIG. 5) of the tank unit 21 described later. A communication cable 73 conforming to a predetermined communication protocol for external communication is connected to the communication port 72. The communication cable 73 is connected to, for example, a communication port 223 (see FIG. 5) of the tank unit 21 described later.

[0056] [Internal structure of the tank unit] FIG. 5 is a block diagram showing an example of the internal configuration of the tank unit 21. As shown in FIG. As shown in FIG. 5, the tank unit 21 includes a casing 200, and a fuel equipment FE and an electric equipment EP, which are respectively housed in the casing 200.

[0057] The fuel equipment FE includes a plurality of hydrogen tanks 13, and pipes 201, 202 connected to each hydrogen tank 13. The pipes 201, 202 inside the casing 200 include an inlet pipe 201 and an outlet pipe 202. The electrical equipment EP includes an impact sensor 203, electromagnetic valves 204 and 205, a control device 206, and a line concentrator 207. The electromagnetic valves 204 and 205 function as "open / close valves" that close or open the gas flow in the piping.

[0058] The casing 200 may be a metal or synthetic resin housing formed into a substantially rectangular parallelepiped shape. The casing 200 is not limited to a housing with all walls sealed, but may be, for example, a housing or frame with a hole in at least one wall. The plurality of tanks 13 is composed of, for example, three hydrogen tanks 13. A temperature sensor 222 is attached to each tank 13. Note that the number of hydrogen tanks 13 accommodated may be four or more or two or less.

[0059] The inflow pipe 201 is a pipe for allowing hydrogen to flow into the plurality of tanks 13. The inflow pipe 201 includes branch pipes 208 respectively connected to each tank 13 and a main pipe 209 to which all the branch pipes 208 are connected. The main pipe 209 is connected to a gas filling connector 210 provided on the wall of the casing 200. The gas filling connector 210 functions as an "inflow part" for allowing hydrogen to flow into the hydrogen tank 13. Check valves 211 are respectively provided in the branch pipes 208 and the main pipe 209. A pressure sensor 212 for detecting the gas inflow pressure is provided in one of the plurality of branch pipes 208.

[0060] The outflow pipe 202 is a pipe for allowing hydrogen to flow out of the plurality of tanks 13. The outflow pipe 202 includes branch pipes 213 respectively connected to each tank 13 and a main pipe 214 to which all the branch pipes 213 are connected. The main pipe 214 is connected to a gas supply connector 215 fixed to the wall of the casing 200. The gas supply connector 215 functions as an "outflow part" for allowing hydrogen to flow out of the casing 200. Electromagnetic valves 204 and 205 are respectively provided in the branch pipes 213 and the main pipe 214. A pressure sensor 217 for detecting the gas outflow pressure is provided in the main pipe 214.

[0061] A vent pipe 218 that can be opened by an on-off valve 219 is connected to the main pipe 214 of the outflow pipe 202. The discharge end of the vent pipe 218 is connected to a gas discharge port 220 provided on the wall of the casing 200. Further, the gas discharge port 220 may be connected to a piping device that can more safely discharge hydrogen, such as a high place. A pressure regulating valve 221 for adjusting the supply pressure of hydrogen from the tank 13 is provided in the main pipe 214 of the outflow pipe 202.

[0062] The wiring concentrator 207 is, for example, a multi-port wiring concentrator for sensor actuators. The wiring concentrator 207 aggregates the wirings of a plurality of sensors and actuators into one, and wires the aggregated wiring to the control device 206 by a master cable. Therefore, the following plurality of cables are respectively connected to each port of the wiring concentrator 207.

[0063] 1) A sensor cable connected to the impact sensor 203 2) A sensor cable connected to the pressure sensor 212 3) A sensor cable connected to the pressure sensor 217 4) A sensor cable connected to the temperature sensor 222 5) An actuator cable connected to the electromagnetic valve 204 6) An actuator cable connected to the electromagnetic valve 205

[0064] The control device 206 is composed of, for example, an ECU that communicates with various electrical components by a communication protocol such as CAN. The control device 206 may communicate with the sensor by serial communication such as SENT (Single Edge Nibble Transmission). The control device 206 is connected to the wiring concentrator 207 by a master cable and connected to the communication port 223 by a communication cable for external communication. A communication cable 73 leading to the communication port 72 (see FIG. 4) on the vehicle side is connected to the communication port 223.

[0065] In this way, by connecting the communication cable 73 to the communication port 223, the control device 206 of the tank unit 21 becomes a communication node belonging to the in-vehicle communication network 71. Therefore, the control device 206 can exchange information necessary for controlling the fuel cell 24 and the like with other control devices 70. For example, in response to an information request from the control device 70, the control device 206 calculates the filling amount of hydrogen gas from the measured values of the pressure sensors 212 and 217, and transmits an information response including the calculated filling amount to the control device 70.

[0066] The impact sensor 203 is composed of a sensor capable of detecting an impact occurring on the casing 200. As the impact sensor 203, for example, at least one of an acceleration satellite sensor and a satellite pressure sensor can be adopted. The impact sensor 203 is installed, for example, on the inner surface of the wall portion of the casing 200. In the example of FIG. 5, the number of installed impact sensors 203 is one, but a plurality of impact sensors 203 may be provided. In this case, the impact sensors 203 may be installed in the direction in which it is desired to detect an impact.

[0067] 〔Emergency shut-off control by control device〕 As shown in FIG. 5, the control device 206 of the tank unit 21 can execute "emergency shut-off control". The emergency shut-off control is a control for closing the electromagnetic valves 204 and 205 in response to the detection of an impact by the impact sensor 203.

[0068] Specifically, the control device 206 constantly monitors whether the detection signal input from the impact sensor 203 is equal to or greater than a predetermined threshold value, and when it becomes equal to or greater than the threshold value, outputs a control signal for a closing operation to the electromagnetic valves 204 and 205. Thereby, even if an impact occurs on the casing 200, it is possible to prevent hydrogen from leaking from the outflow pipe 202.

[0069] According to the tank unit 21 of the present embodiment, since the impact sensor 203 capable of detecting an impact applied to the casing 200 housing the hydrogen tank 13 is adopted, the physical distance from the sensor to the hydrogen tank 13 can be shortened compared to the case where the impact sensor 203 is provided on the vehicle body 11 of the work vehicle 1 or the like. Therefore, the detection accuracy of the impact occurring on the hydrogen tank 13 is improved, and it is possible to provide the work vehicle 1 that can accurately detect the impact.

[0070] Further, according to the tank unit 21 of the present embodiment, since the control device 206 for closing the impact sensor 203 is mounted on the tank unit 21, the communication time lag is smaller than when another control device 70 provided on the vehicle body 11 of the work vehicle 1 or the like controls the impact sensor 203. Therefore, it is possible to provide a work vehicle 1 that can suppress the delay from impact detection to the closing operation of the valve.

[0071] Note that a method in which the control device 70 on the vehicle side controls the electromagnetic valves 204 and 205 may be adopted. In this case, the control device 206 of the tank unit 21 may transfer the detection signal of the impact sensor 203 to the control device 70 on the vehicle side, and the control device 70 that has received the detection signal may transfer a control command for the closing operation to the control device 206 of the tank unit 21.

[0072] However, the mounting positions of the tank unit 21 used in fuel cell type agricultural machines or construction machines vary widely. Also, as will be described later, the tank unit 21 may be towed. Considering such diversity of mounting forms, it is preferable that the control device 206 and the impact sensor 203 are mounted on the casing 200 of the tank unit 21.

[0073] In addition, off-road mobility makes it difficult to access hydrogen stations. For this reason, the tank unit 21 may be adopted in a form that can be replaced alone, and its shape may be considered to vary widely. In this case, if the impact sensor 203 and the control device 206 are housed in the casing 200, the impact sensor 203 can be arranged at a position suitable for the internal structure of the unit 21.

[0074] 〔Modification example of work vehicle〕 FIG. 6 is an explanatory diagram showing an example of a towed type work vehicle 1. In the work vehicle 1 shown in FIG. 6, a connecting member 401 of a trailer 400 on which the tank unit 21 is loaded is detachably connected to the rear of the vehicle. Thus, the work vehicle 1 is not limited to the mounting type (FIG. 1) in which the tank unit 21 is mounted on the vehicle body 11, and a configuration may be adopted in which the work vehicle 1 pulls the tank unit 21 with a trailer 400 or the like.

[0075] Also in the towing type work vehicle 1, by connecting the tank unit 21 and the work vehicle 1 with the external pipe 22, it becomes possible to supply hydrogen gas to the fuel cell 24. Further, by connecting the tank unit 21 and the in-vehicle communication network 71 with the communication cable 73, the control device 206 of the tank unit 21 can be included as a communication node of the network.

[0076] 〔Other Modifications〕 The embodiments disclosed this time are illustrative in all respects and not restrictive. The scope of the rights of the present invention is not limited to the above-described embodiments, but includes all modifications within the scope equivalent to the configurations described in the claims. For example, in the above-described embodiments, the mounting position of the tank unit 21 is not limited to being above the cabin 16, and may be on the side or rear of the cabin 16 or the like.

Explanation of Reference Numerals

[0077] 1 Work vehicle 11 Vehicle body 12 Traveling device 12A Front wheel 12B Rear wheel 12A, 12B Wheels 13 Hydrogen tank (tank) 14 Driving device 15 Driver's seat 16 Cabin 17 Mounting frame 17A Ceiling frame 17B Pillar 17C Reinforcing frame 21 Tank unit 22 External pipe 24 Fuel cell 30 Battery unit 30A Battery Pack 30B Surveillance Unit 31 Electric motor 31 Motor 32 Previous Frame 33 Mission Case 34 Bonnet 35 First Fan 36 Second Fan 37 Support frame 41 Chassis 44 Coupling device 44A Upper Arm 44B Lower arm 48 First radiator 49 Second radiator 50 Air conditioner 51 Internal piping 52 Gas Coupler 61 Boost circuit 62 Inverter 63 Auxiliary Battery 64 1st Converter 65 2nd Converter 66 Pump 67 Pump 70 Control device 71 In-vehicle communication network 72 Communication Port 73 Communication Cable 111 Cover 200 Casing 201 Inlet piping (piping) 202 Outlet piping (piping) 203 Impact Sensor 204 Solenoid valve (on / off valve) 205 Solenoid valve (on-off valve) 206 Control device 207 Concentrator 208 Branch pipe 209 Supervisor 210 Gas filling connector (inlet) 211 Check valve 212 Pressure Sensor 213 Branch pipe 214 Master Connector for gas supply (outflow section) 215 Pressure sensor 217 Vent pipe 218 On-off valve 219 Gas outlet 220 Pressure regulating valve 221 Temperature sensor 222 Communication port 223 PTO shaft 334 Working device 335 Trailer 400 Connecting member 401

Claims

1. A work vehicle comprising a vehicle body, a fuel cell mounted on the vehicle body, and a tank unit having a tank capable of storing fuel, wherein the tank unit includes a casing for housing the tank, and a shock sensor capable of detecting a shock applied to the casing.

2. The tank unit further includes a pipe connected to the tank and for circulating the gas of the fuel discharged from the tank, and an on-off valve capable of shutting off the circulation of the gas of the fuel in the pipe, wherein the on-off valve closes when the shock sensor detects the shock. The work vehicle according to claim 1.

3. The tank is housed in plurality in the casing, the pipe includes a main pipe and branch pipes branched from the main pipe and each communicating with the tank, wherein the on-off valve includes at least one of a first valve disposed in the main pipe and second valves each disposed in the branch pipes. The work vehicle according to claim 2.

4. The casing has an outflow portion for allowing the gas of the fuel to flow out of the casing, the pipe includes an outflow pipe connecting the tank and the outflow portion. The work vehicle according to any one of claims 1 to 3.

5. The casing has an inflow portion for allowing the gas of the fuel to flow into the tank, the pipe includes an inflow pipe connecting the tank and the inflow portion. The work vehicle according to any one of claims 1 to 3.

6. The tank unit has a control device for closing the on-off valve according to a detection signal of the shock sensor. The work vehicle according to any one of claims 1 to 3.

7. The control device is connected to a communication port for external communication provided on the casing. The work vehicle according to claim 6.

8. A tank unit provided in a work vehicle whose drive source is a fuel cell, the tank unit including a tank capable of filling fuel to be supplied to the fuel cell, a casing for housing the tank, and a shock sensor capable of detecting a shock applied to the casing.

9. a pipe connected to the tank and for circulating the gas of the fuel discharged from the tank, and an on-off valve capable of shutting off the circulation of the gas of the fuel in the pipe, wherein the on-off valve The tank unit according to claim 8, which closes when the impact sensor detects the impact.

10. The tank is accommodated in plurality in the casing, The pipe is a main pipe and branch pipes branched from the main pipe and leading to the tanks respectively, The on-off valve is the tank unit according to claim 9, including at least one of a first valve disposed in the main pipe and a second valve disposed in the branch pipe.

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