Fuel supply system

Abstract

To cool an inverter or a motor while suppressing an increase in vehicle weight.SOLUTION: This invention relates to a fuel supply system for a vehicle including a power source that generates power by using hydrogen as fuel and an inverter that controls a motor. The fuel supply system includes a first tank, first piping, second piping, and a first supply section. The first tank stores hydrogen. The first piping connects the first tank and the first supply section and includes a first cooling section that cools the inverter by using hydrogen passing through inside of the first piping and / or a second cooling section that cools the motor by using hydrogen passing through inside of the first piping. The first supply section supplies hydrogen to the power source. The second piping is connected to the first tank, and is connected to the first piping downstream of the first cooling section and the second cooling section.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a fuel supply system.

Background Art

[0002] As an invention related to a conventional fuel supply system, for example, a vehicle cooling device described in Patent Document 1 is known. In this vehicle cooling device, an inverter is cooled by a cooling water flow path.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in the vehicle cooling device described in Patent Document 1, a cooling device including a cooling water flow path is required. Therefore, there is a problem that the vehicle weight increases.

[0005] Therefore, an object of the present invention is to provide a fuel supply system that can cool an inverter or a motor while suppressing an increase in vehicle weight.

Means for Solving the Problems

[0006] A first aspect is a fuel supply system for a vehicle including a power source that generates power using hydrogen as fuel and an inverter that controls a motor, the fuel supply system includes a first tank, a first pipe, a second pipe, and a first supply unit, the first tank stores hydrogen, The first pipe connects the first tank and the first supply unit, and includes a first cooling unit that cools the inverter with hydrogen passing through the first pipe and / or a second cooling unit that cools the motor with hydrogen passing through the first pipe. The first supply unit supplies hydrogen to the power source. The second pipe is connected to the first tank and is connected to the first pipe downstream of the first cooling unit and the second cooling unit. It is a fuel supply system.

[0007] The second side is The vehicle further includes the motor. The fuel supply system further includes a second tank, a third pipe, and a second supply unit. The power source is an internal combustion engine that generates power using hydrogen and ammonia as fuel. The second tank stores ammonia. The third pipe connects the second tank and the second supply unit. The first supply unit is a first injector that injects hydrogen into the intake passage connected to the internal combustion engine. The second supply unit is a second injector that injects ammonia into the intake passage connected to the internal combustion engine. It is the fuel supply system according to the first aspect.

[0008] The third side is The ammonia passing through the third pipe is vaporized by the heat generated by the inverter. It is the fuel supply system according to the second aspect.

[0009] The fourth side is The fuel supply system further includes a supply amount detection unit, a first valve, a second valve, and a control device. The first valve is provided in the first pipe. The second valve is provided in the second pipe. The supply amount detection unit detects the amount of hydrogen supplied to the first supply unit. When the amount of hydrogen detected by the supply amount detection unit is less than a predetermined value when the first valve is in an open state, the control device controls the second valve from a closed state to an open state. The fuel supply system according to the description on the second side or the third side.

[0010] The fifth side is The fuel supply system further includes a pump, a third valve, a fourth valve, a fourth pipe, and a radiator. The fourth pipe is connected to a first position between the first supply unit and the second cooling unit in the first pipe and a second position between the first valve and the second cooling unit. The radiator is provided in the fourth pipe and cools the hydrogen passing through the fourth pipe. The pump is provided between the first position and the second cooling unit in the first pipe. The third valve is provided between the first position and the radiator in the fourth pipe. The fourth valve is provided between a third position where the second pipe is connected to the first pipe and the first position in the first pipe. The supply amount detection unit includes a temperature sensor that detects the temperature of hydrogen. When the internal combustion engine is operating, the control device controls the first valve and the fourth valve to be in an open state. When the temperature of hydrogen detected by the temperature sensor becomes higher than a first predetermined temperature, the control device controls the third valve to be in an open state. When the internal combustion engine stops, the control device controls the first valve, the second valve, and the fourth valve to be in a closed state, and controls the third valve to be in an open state until the temperature of hydrogen detected by the temperature sensor becomes lower than a second predetermined temperature. The fuel supply system according to the description on the fourth side.

Advantages of the Invention

[0011] According to the present invention, it is possible to cool the inverter or the motor while suppressing an increase in vehicle weight.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Mode for Carrying Out the Invention

[0013] (Embodiment) [Structure of Internal Combustion Engine] Hereinafter, the structure of the vehicle 1 according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram of the vehicle 1. In FIG. 1, the front-rear direction, left-right direction, and up-down direction of the vehicle 1 are simply referred to as the front-rear direction, left-right direction, and up-down direction, respectively.

[0014] The vehicle 1 is, for example, a four-wheel automobile. The vehicle 1 is a hybrid vehicle. In the present embodiment, the vehicle 1 is a parallel hybrid vehicle. The vehicle 1 includes a power source 26, a battery 36, a generator 50, a motor 52, an inverter 54, a power transmission device 56, a left front wheel 58L, and a right front wheel 58R.

[0015] The power source 26 is used as the power source of the vehicle 1. The power source 26 generates power using hydrogen as fuel. In the present embodiment, the power source 26 is an internal combustion engine that generates power using hydrogen and ammonia as fuel. More specifically, the power source 26 is a four-stroke engine. Note that the power source 26 is an engine having one or more cylinders, and generally, an engine having a plurality of cylinders. When the power source 26 is an engine having a plurality of cylinders, the plurality of cylinders may be arranged in a single row, in two rows, or in four rows.

[0016] The battery 36 is a rechargeable and dischargeable secondary battery. The battery 36 is, for example, a lithium-ion battery.

[0017] The generator 50 is connected to the power source 26. The generator 50 generates electric power by a part of the driving force of the power source 26.

[0018] The inverter 54 controls the motor. In the present embodiment, the inverter 54 charges the battery 36 and drives the motor 52. More specifically, the inverter 54 converts the alternating current generated by the generator 50 into a direct current and supplies the direct current to the battery 36. Thereby, the battery 36 is charged. Further, the inverter 54 converts the direct current supplied by the battery 36 into an alternating current and supplies the alternating current to the motor 52.

[0019] The motor 52 is driven by the electric power supplied from the battery 36 via the inverter 54. The motor 52 is, for example, an alternating current motor.

[0020] At least a part of the power generated by the power source 26 is output to the power transmission device 56. Also, the power generated by the motor 52 is output to the power transmission device 56. The power transmission device 56 transmits at least a part of the power generated by the power source 26 and the power generated by the motor 52 to the left front wheel 58L and the right front wheel 58R. At this time, the power transmission device 56 decelerates the rotational speed of the power source 26 and the rotational speed of the motor 52. Such a power transmission device 56 is, for example, a CVT (continuously variable transmission), a speed reducer, and a differential device.

[0021] [Structure of Fuel Supply System] Next, the fuel supply system 10 will be described with reference to the drawings. FIG. 2 is a block diagram of the fuel supply system 10.

[0022] The vehicle 1 includes the fuel supply system 10 shown in FIG. 2. The fuel supply system 10 supplies hydrogen and ammonia to the power source 26. The fuel supply system 10 includes a first tank 12, a pump 18, a supply amount detection unit 19, a first supply unit 20, a radiator 22, a second tank 23, a vaporizer 24, a second supply unit 25, a control device 100, a first valve V1, a second valve V2, a third valve V3, a fourth valve V4, a fifth valve V5, a first pipe R1, a second pipe R2, a third pipe R3, and a fourth pipe R4.

[0023] The first tank 12 stores hydrogen. In this embodiment, the first tank 12 stores hydrogen in a gaseous state.

[0024] The first pipe R1 connects the first tank 12 and the first supply unit 20. Gaseous hydrogen reaches the first supply unit 20 from the first tank 12 by passing through the first pipe R1. The first pipe R1 includes a first cooling unit 14 and a second cooling unit 16. The first cooling unit 14 is provided upstream of the second cooling unit 16 in the first pipe R1. The first cooling unit 14 cools the inverter 54 with the hydrogen passing through the first pipe R1. The first cooling unit 14 has a zigzag shape and is in contact with the inverter 54. The second cooling unit 16 cools the motor 52 with the hydrogen passing through the first pipe R1. Similar to the first cooling unit 14, the second cooling unit 16 has a zigzag shape and is in contact with the motor 52. Note that the cooling method of the motor 52 is an oil cooling method. Therefore, the second cooling unit 16 cools the cooling oil of the motor 52. And the cooling oil cools the main body of the motor 52.

[0025] The first valve V1 is provided in the first pipe R1. In the present embodiment, the first valve V1 is provided upstream of the first cooling unit 14 in the first pipe R1. The first valve V1 switches between the supply of hydrogen from the first tank 12 to the first supply unit 20 and the shut-off of hydrogen.

[0026] The second pipe R2 is connected to the first tank 12 and is connected to the first pipe R1 downstream of the first cooling unit 14 and the second cooling unit 16. Gaseous hydrogen reaches the first supply unit 20 from the first tank 12 by passing through the second pipe R2.

[0027] The second valve V2 is provided in the second pipe R2. The second valve V2 switches between the supply of hydrogen from the first tank 12 to the first supply unit 20 and the shut-off of hydrogen.

[0028] The first supply unit 20 supplies hydrogen to the power source. The first supply unit 20 is a first injector that injects hydrogen into the intake passage connected to the power source 26 (internal combustion engine).

[0029] The fourth pipe R4 is connected to the first pipe R1 at a first position p1 and a second position p2. The first position p1 is a position between the first supply unit 20 and the second cooling unit 16. The second position p2 is a position between the first valve V1 and the first cooling unit 14. Hydrogen in a gaseous state passes through the fourth pipe R4 from the first position p1 to the second position p2.

[0030] The radiator 22 is provided in the fourth pipe R4. The radiator 22 cools the hydrogen passing through the fourth pipe R4.

[0031] The third valve V3 is provided in the fourth pipe R4 between the first position p1 and the radiator 22. The third valve V3 switches between a state in which hydrogen passes through the fourth pipe R4 and a state in which hydrogen does not pass through the fourth pipe R4.

[0032] The pump 18 is provided in the first pipe R1 between the first position p1 and the second position p2. In the present embodiment, the pump 18 is provided in the first pipe R1 between the first position p1 and the second cooling unit 16. The pump 18 pumps hydrogen toward the first position p1.

[0033] The fourth valve V4 is provided in the first pipe R1 between a third position p3 and the first position p1. The third position p3 is a position where the second pipe R2 is connected to the first pipe R1. The fourth valve V4 switches between the supply of hydrogen from the first tank 12 to the first supply unit 20 and the cutoff of hydrogen.

[0034] The supply amount detection unit 19 detects the amount of hydrogen supplied to the first supply unit 20. In the present embodiment, the supply amount detection unit 19 includes a temperature sensor 19a and a pressure sensor 19b. The temperature sensor 19a detects the temperature of hydrogen at the first position p1. The pressure sensor 19b detects the pressure of hydrogen at the third position p3. Thereby, since the supply amount detection unit 19 detects the temperature and pressure of hydrogen, the amount of hydrogen can be detected. Specifically, the control device 100 calculates the amount of hydrogen based on the temperature and pressure of hydrogen.

[0035] The second tank 23 stores ammonia. In this embodiment, the second tank 23 stores ammonia in a liquid state.

[0036] The third pipe R3 connects the second tank 23 and the second supply unit 25. The vaporizer 24 is provided in the third pipe R3. The vaporizer 24 changes the ammonia in a liquid state supplied from the second tank 23 into ammonia in a gaseous state. For example, the vaporizer 24 changes the ammonia in a liquid state into ammonia in a gaseous state by heating the ammonia in a liquid state. The ammonia in a gaseous state reaches the second supply unit 25 from the second tank 23 by passing through the third pipe R3.

[0037] Further, the vaporizer 24 is connected to the inverter 54 by a heat pipe. As a result, the heat generated by the inverter 54 is transmitted to the vaporizer 24 via the heat pipe. As a result, the ammonia passing through the third pipe R3 is vaporized by the heat generated by the inverter 54.

[0038] The fifth valve V5 is provided in the third pipe R3 between the second tank 23 and the second supply unit 25. The fifth valve V5 switches between the supply of ammonia from the second tank 23 to the vaporizer 24 and the shut-off of ammonia.

[0039] The second supply unit 25 supplies hydrogen to the power source. The second supply unit 25 is a second injector that injects ammonia into an intake passage connected to the power source 26 (internal combustion engine).

[0040] The control device 100 controls each part of the fuel supply system 10. The control device 100 is an ECU (Engine Control Unit).

[0041] [Operation of the fuel supply system 10] Next, the operation of the fuel supply system 10 will be described with reference to the drawings. FIG. 3 is a flowchart executed by the control device 100 during traveling. FIG. 4 is a flowchart executed by the control device 100 during stopping.

[0042] First, with reference to FIG. 3, the operation of the control device 100 during running will be described. The control device 100 controls the first valve V1, the fourth valve V4, and the fifth valve V5 to be in an open state (step S1). As a result, hydrogen is supplied to the first supply unit 20 via the first pipe R1, and ammonia is supplied to the second supply unit 25 via the third pipe R3. The first supply unit 20 injects hydrogen into the intake passage. The second supply unit 25 injects ammonia into the intake passage. As a result, an air-fuel mixture of air, hydrogen, and ammonia is supplied to the power source 26. As a result, the air-fuel mixture is burned in the combustion chamber of the power source 26, and the power source 26 operates. In this flowchart, the control device 100 controls the second valve V2 to be in a closed state.

[0043] Next, the control device 100 acquires the supply amount of hydrogen supplied to the first supply unit 20 from the supply amount detection unit 19 (step S2). Specifically, the control device 100 calculates the supply amount of hydrogen based on the temperature of hydrogen detected by the temperature sensor 20a and the pressure of hydrogen detected by the pressure sensor 20b.

[0044] Next, the control device 100 determines whether or not the supply amount of hydrogen acquired in step S2 is less than a predetermined amount (step S3). In step S3, it is determined whether or not a hydrogen supply shortage has occurred. The occurrence of a hydrogen supply shortage means that the power source 26 is operating in a high load state. On the other hand, the non-occurrence of a hydrogen supply shortage means that the power source 26 is operating in a low load state or that the power source 26 is cold-started. The predetermined amount is determined by a map stored in a storage unit (not shown). Specifically, the map is a table in which the rotational speed and torque are associated with the supply amount of hydrogen. For example, in the map, the rotational speed is described on the vertical axis, the torque is described on the horizontal axis, and the supply amount of hydrogen corresponding to each rotational speed and each torque is described. If the supply amount of hydrogen is less than the predetermined amount, this process proceeds to step S4. If the supply amount of hydrogen is not less than the predetermined amount, this process proceeds to step S5.

[0045] When the hydrogen supply amount is less than a predetermined amount (i.e., high load state), the control device 100 controls the second valve V2 to be in an open state (step S4). In this way, when the amount of hydrogen detected by the supply amount detection unit 19 is less than a predetermined value when the first valve V1 is in an open state, the control device 100 controls the second valve V2 from a closed state to an open state. As a result, hydrogen is supplied to the first supply unit 20 through both the first pipe R1 and the second pipe R2. That is, the amount of hydrogen injected by the first supply unit 20 increases. As a result, the hydrogen supply shortage is eliminated. After that, this process proceeds to step S6.

[0046] When the hydrogen supply amount is not less than a predetermined amount (i.e., low load state or cold start), the control device 100 controls the second valve V2 to be in a closed state (step S5). As a result, hydrogen is supplied to the first supply unit 20 through the first pipe R1. That is, the amount of hydrogen injected by the first supply unit 20 does not increase. After that, this process proceeds to step S6.

[0047] In step S6, the control device 100 determines whether to end this process (step S6). The control device 100 determines whether to stop the operation of the power source 26. If this process is not ended, this process returns to step S2.

[0048] Next, with reference to FIG. 4, the operation of the control device 100 when the power source 26 stops will be described. The control device 100 determines whether to stop the power source 26 (step S11). If the power source 26 is not stopped, this process proceeds to step S12. If the power source 26 is stopped, this process proceeds to step S15.

[0049] When the power source 26 is not stopped, the control device 100 controls the first valve V1, the second valve V2, the fourth valve V4, and the fifth valve V5 to be in an open state (step S12). As a result, hydrogen is supplied to the first supply unit 20 via the first pipe R1 and the second pipe R2, and ammonia is supplied to the second supply unit 25 via the third pipe R3. The first supply unit 20 injects hydrogen into the intake path. The second supply unit 25 injects ammonia into the intake path. As a result, an air-hydrogen-ammonia mixture is supplied to the power source 26. As a result, the mixture is burned in the combustion chamber of the power source 26, and the power source 26 operates.

[0050] Next, the control device 100 determines whether the temperature of hydrogen detected by the temperature sensor 19a is higher than a first predetermined temperature (step S13). In this step, the control device 100 determines whether the temperatures of the inverter 54 and the motor 52 have risen too much. If the temperature of hydrogen is higher than the first predetermined temperature, this process proceeds to step S14. If the temperature of hydrogen is not higher than the first predetermined temperature, this process returns to step S11.

[0051] If the temperature of hydrogen is higher than the first predetermined temperature, the control device 100 controls the third valve V3 to be in an open state (step S14). That is, when the power source 26 (internal combustion engine) is operating, the control device 100 controls the first valve V1 and the fourth valve V4 to be in an open state, and when the temperature of hydrogen detected by the temperature sensor 19a becomes higher than the first predetermined temperature, the control device 100 controls the third valve V3 to be in an open state. As a result, the hydrogen sent out from the pump 18 is supplied to the first supply unit 20 and is also supplied to the fourth pipe R4. The hydrogen passing through the fourth pipe R4 is cooled by the radiator 22 and flows into the first pipe R1. As a result, the temperature of the hydrogen passing through the first pipe R1 decreases. That is, the cooling functions of the first cooling unit 14 and the second cooling unit 16 are improved. As a result, the inverter 54 and the motor 52 are cooled. After that, this process returns to step S11.

[0052] When stopping the power source 26, the control device 100 controls the first valve V1, the second valve V2, the fourth valve V4, and the fifth valve V5 to the closed state (step S15). As a result, hydrogen is no longer supplied to the first supply unit 20 through the first pipe R1, and ammonia is no longer supplied to the second supply unit 25 through the third pipe R3. Consequently, the power source 26 stops.

[0053] Next, the control device 100 controls the third valve V3 to the open state (step S16). As a result, the hydrogen sent out from the pump 18 is supplied to the fourth pipe R4. The hydrogen passing through the fourth pipe R4 is cooled by the radiator 22 and flows into the first pipe R1. Then, the hydrogen circulates through the first cooling unit 14, the second cooling unit 16, and the radiator 22. Thereby, the hydrogen is cooled by the radiator 22, and the inverter 54 and the motor 52 are cooled by the hydrogen.

[0054] Next, the control device 100 determines whether the temperature of the hydrogen detected by the temperature sensor 19a is higher than the second predetermined temperature (step S17). In this step, the control device 100 determines whether the inverter 54 and the motor 52 are sufficiently cooled. If the temperature of the hydrogen is higher than the second predetermined temperature, this process returns to step S17. If the temperature of the hydrogen is not higher than the second predetermined temperature, this process proceeds to step S18.

[0055] When the temperature of the hydrogen is not higher than the second predetermined temperature, the control device 100 controls the third valve V3 to the closed state (step S18). In this way, when the power source 26 (internal combustion engine) stops, the control device 100 controls the first valve V1, the second valve V2, and the fourth valve V4 to the closed state, and controls the third valve V3 to the open state until the temperature of the hydrogen detected by the temperature sensor 19a becomes lower than the second predetermined temperature. After this, this process ends.

[0056] [Effect] In the fuel supply system 10, the first pipe R1 connects the first tank 12 and the first supply unit 20, and includes a first cooling unit 14 that cools the inverter 54 with hydrogen passing through the first pipe R1 and a second cooling unit 16 that cools the motor 52 with hydrogen passing through the first pipe R1. Since the inverter 54 and the motor 52 are cooled by hydrogen used as fuel, there is no need to newly add a cooling device such as the vehicle cooling device described in Patent Document 1 to the fuel supply system 10. As a result, according to the fuel supply system 10, the inverter 54 or the motor 52 can be cooled while suppressing an increase in vehicle weight. Further, by cooling the inverter 54, the performance of the inverter 54 is improved, and the power consumption of the vehicle 1 is improved.

[0057] Note that the temperature of the water used for cooling the inverter 54 and the motor 52 is different from the temperature of the water used for cooling the power source 26. Therefore, the cooling device of the power source 26 (internal combustion engine) cannot cool the inverter 54 and the motor 52.

[0058] In the fuel supply system 10, the second pipe R2 is connected to the first tank 12 and is connected to the first pipe R1 downstream of the first cooling unit 14 and the second cooling unit 16. Then, when the amount of hydrogen detected by the supply amount detection unit 19 is less than a predetermined value when the first valve V1 is in the open state, the control device 100 controls the second valve V2 from the closed state to the open state. The case where the amount of hydrogen is less than the predetermined value means that the supply amount of hydrogen is insufficient. That is, when the amount of hydrogen is less than the predetermined value, a high load is applied to the power source 26. By the above control, hydrogen is supplied to the first supply unit 20 via the first pipe R1 and the second pipe R2. That is, a large amount of hydrogen is supplied to the power source 26, and the power source 26 can output a large torque.

[0059] According to the fuel supply system 10, the inverter 54 and the motor 52 can be efficiently cooled. More specifically, in order to improve the cooling performance, it is conceivable to use copper, which has a high thermal conductivity, for materials such as fins and pipes of the water-cooling device for the inverter and the motor. However, in a water-cooling device, there is a possibility that the fins and pipes may rust due to water. When rust occurs, clogging occurs in the fins and pipes, etc., and the cooling performance of the cooling device deteriorates. Therefore, aluminum is used for materials such as fins and pipes. The thermal conductivity of aluminum is smaller than that of copper. Therefore, there has been a desire to obtain high cooling performance in a water-cooling device.

[0060] Also, in a water-cooling device, it is conceivable to use copper, which has a high thermal conductivity, for the fin material. However, even in an air-cooling device, there is a possibility that the fins may rust due to moisture in the air, etc. Therefore, aluminum is used for the fin material. The thermal conductivity of aluminum is smaller than that of copper. Therefore, there has been a desire to obtain high cooling performance in an air-cooling device. Furthermore, the thermal conductivity of air is smaller than that of water. Therefore, the cooling performance of an air-cooling device is lower than that of a water-cooling device.

[0061] On the other hand, in the fuel supply system 10, hydrogen is used for cooling the inverter 54 and the motor 52. Therefore, rust is less likely to occur on the fins and pipes. Furthermore, since hydrogen has a reducing action, it reduces oxidized metal to metal. Therefore, in the fuel supply system 10, copper can be used for the material of the first pipe R1. As a result, the inverter 54 and the motor 52 can be efficiently cooled.

[0062] In the fuel supply system 10, hydrogen is heated when the inverter 54 and the motor 52 are cooled. Thereby, the combustibility of hydrogen is improved.

[0063] In the fuel supply system 10, according to the temperatures of the inverter 54 and the motor 52, the first cooling unit 14 and the second cooling unit 16 can cool the inverter 54 and the motor 52 with appropriate cooling performance. More specifically, when the motor 52 outputs a large torque, the temperatures of the inverter 54 and the motor 52 rise. In this case, the power source 26 needs to generate a large amount of electric power. Therefore, the amount of hydrogen supplied to the first supply unit 20 increases. As a result, the amount of hydrogen passing through the first cooling unit 14 and the second cooling unit 16 increases, and the cooling performance of the first cooling unit 14 and the second cooling unit 16 improves. As a result, according to the temperatures of the inverter 54 and the motor 52, the first cooling unit 14 and the second cooling unit 16 can cool the inverter 54 and the motor 52 with appropriate cooling performance.

[0064] In the fuel supply system 10, the ammonia passing through the third pipe R3 is vaporized by the heat generated by the inverter 54. Thereby, the vaporization of ammonia is promoted.

[0065] According to the fuel supply system 10, it is possible to suppress the temperatures of the inverter 54 and the motor 52 from rising too much. More specifically, when the temperature of the hydrogen detected by the temperature sensor 19a becomes higher than the first predetermined temperature, it means that the temperatures of the inverter 54 and the motor 52 have risen. Therefore, when the power source 26 (internal combustion engine) is operating, the control device 100 controls the first valve V1 and the fourth valve V4 to be in the open state, and when the temperature of the hydrogen detected by the temperature sensor 19a becomes higher than the first predetermined temperature, controls the third valve V3 to be in the open state. Thereby, the hydrogen sent out from the pump 18 is supplied to the first supply unit 20 and also supplied to the fourth pipe R4. The hydrogen passing through the fourth pipe R4 is cooled by the radiator 22 and flows into the first pipe R1. Thereby, the temperature of the hydrogen passing through the first pipe R1 decreases. That is, the cooling function of the first cooling unit 14 and the second cooling unit 16 improves. As a result, the inverter 54 and the motor 52 are cooled.

[0066] According to the fuel supply system 10, after the vehicle stops, the inverter 54 and the motor 52 are sufficiently cooled. More specifically, when the power source 26 (internal combustion engine) stops, the control device 100 controls the first valve V1, the second valve V2, and the fourth valve V4 to be in a closed state, and controls the third valve V3 to be in an open state until the temperature of the hydrogen detected by the temperature sensor 19a becomes lower than the second predetermined temperature. Thereby, the inverter 54 and the motor 52 are cooled until the temperature of the hydrogen becomes lower than the second predetermined temperature. As a result, after the vehicle stops, the inverter 54 and the motor 52 are sufficiently cooled.

[0067] (First Modified Example) Hereinafter, the vehicle 1a according to the first modified example will be described with reference to the drawings. FIG. 5 is a block diagram of the vehicle 1a.

[0068] The vehicle 1a is a series hybrid vehicle. The vehicle 1a is different from the vehicle 1 in that the power of the power source 26 is used for power generation and not for the rotation of the left front wheel 58L and the right front wheel 58R. The generator 50 generates electric power by the power of the power source 26. The inverter 54 converts the alternating current generated by the generator 50 into a direct current and supplies the direct current to the battery 36. Thereby, the battery 36 is charged by the electric power generated by the generator 50. Further, the inverter 54 converts the direct current generated by the battery 36 into an alternating current and supplies the alternating current to the motor 52. The motor 52 is driven by the alternating current supplied from the inverter 54.

[0069] The power generated by the motor 52 is output to the power transmission device 56. The power transmission device 56 transmits the power generated by the motor 52 to the left front wheel 58L and the right front wheel 58R.

[0070] The vehicle 1a as described above includes the fuel supply system 10. Since the fuel supply system 10 of the vehicle 1a is the same as the fuel supply system 10 shown in FIG. 2, the description thereof is omitted.

[0071] The vehicle 1a as described above can achieve the same effects as the vehicle 1.

[0072] (Second Modified Example) The vehicle 1b according to the second modified example will be described below with reference to the drawings. FIG. 6 is a block diagram of the vehicle 1b.

[0073] The vehicle 1b differs from the vehicle 1 in that it is a fuel cell vehicle. More specifically, the first tank 12 stores hydrogen in a gaseous state. The vehicle 1b is provided with a fuel supply system 10b. The fuel supply system 10b includes a first supply unit 20. The first supply unit 20 is a pipe 29. The power source 26 includes a fuel cell stack 26a and a motor 26b.

[0074] The first cooling unit 14 and the second cooling unit 16 are provided in the first pipe R1. The fuel cell stack 26a is connected to the second cooling unit 16 via the pipe 29. The fuel cell stack 26a generates electric power by chemically reacting hydrogen and oxygen supplied from the pipe 29 (first supply unit 20). The inverter 54 supplies the electric power generated by the fuel cell stack 26a to the motor 26b, supplies the electric power generated by the fuel cell stack 26a to the battery 36, and supplies the electric power supplied from the battery 36 to the motor 26b, and switches between them. Thereby, the motor 26b is driven by the electric power generated by the fuel cell stack 26a or the electric power supplied from the battery 36. Further, the battery 36 is charged by the electric power generated by the fuel cell stack 26a.

[0075] Note that the structures of the first valve V1, the second valve V2, the second pipe R2, and the control device 100 of the vehicle 1b are the same as those of the first valve V1, the second valve V2, the second pipe R2, and the control device 100 of the vehicle 1, and thus the description thereof is omitted.

[0076] The vehicle 1b as described above can achieve the same effects as the vehicle 1.

[0077] (Other Embodiments) The fuel supply system according to the present invention is not limited to the fuel supply system and can be modified within the scope of the gist thereof.

[0078] Note that the fuel supply system 10 may include at least one of the first cooling unit 14 or the second cooling unit 16. When the fuel supply system 10 includes the first cooling unit 14 and does not include the second cooling unit 16, the second pipe R2 is connected to the first pipe R1 downstream of the first cooling unit 14. When the fuel supply system 10 includes the second cooling unit 16 and does not include the first cooling unit 14, the second pipe R2 is connected to the first pipe R1 downstream of the second cooling unit 16.

[0079] Note that when the power source 26 (internal combustion engine) stops, the control device 100 may control the first valve V1, the second valve V2, and the fourth valve V4 to be in a closed state, and control the third valve V3 to be in an open state until the temperature of the hydrogen detected by the temperature sensor 19a becomes equal to or lower than the second predetermined temperature.

[0080] Note that when the power source 26 (internal combustion engine) is operating, the control device 100 may control the first valve V1 and the fourth valve V4 to be in an open state, and control the third valve V3 to be in an open state when the temperature of the hydrogen detected by the temperature sensor 19a becomes equal to or higher than the first predetermined temperature.

[0081] Note that although the vaporizer 24 is connected to the inverter 54 by a heat pipe, the vaporizer 24 and the inverter 54 may be in contact with each other. When the vaporizer 24 is connected to the inverter 54 by a heat pipe, the degree of freedom in the arrangement of the vaporizer 24 and the inverter 54 is increased.

[0082] Note that the hydrogen heated by the first cooling unit 14 and the second cooling unit 16 may heat the ammonia vaporized by the vaporizer 24. Specifically, the first pipe R1 located downstream of the second cooling unit 16 may surround the second pipe R2 located downstream of the vaporizer 24. That is, a part of the first pipe R1 and a part of the second pipe R2 may form a double pipe.

[0083] Note that the heat generated by the inverter 54 and the motor 52 may be used to heat the third pipe R3 located upstream of the vaporizer 24, or the third pipe R3 located downstream of the vaporizer 24 may be heated.

[0084] Note that the control device 100 may control the hydrogen injection amount by the first supply unit 20 (the first injector) based on the outputs of the temperature sensor 19a and the pressure sensor 19b.

[0085] Note that the pump 18 may be disposed between the second position p2 and the first cooling unit 14 in the first pipe R1.

[0086] Note that the second cooling unit 16 may be disposed upstream of the first cooling unit 14. However, the importance of cooling the inverter 54 is higher than the importance of cooling the motor 52. Therefore, it is preferable that the first cooling unit 14 is disposed upstream of the second cooling unit 16.

[0087] Note that the power source 26 may use only hydrogen as fuel. That is, the power source 26 does not have to use ammonia as fuel.

[0088] Note that the fourth valve V4 may be provided between the pump 18 and the first position p1 in the first pipe R1. However, when only hydrogen passing through the second pipe R2 is supplied to the first supply unit 20, it is preferable that the fourth valve V4 is provided between the third position p3 and the first position p1 in the first pipe R1. Thereby, hydrogen is prevented from flowing into the fourth pipe R4. The case where only hydrogen passing through the second pipe R2 is supplied to the first supply unit 20 is the case where the parallel hybrid vehicle travels only with the power source 26. In this case, since the motor 52 and the inverter 54 do not operate, hydrogen does not have to pass through the first cooling unit 14 and the second cooling unit 16.

[0089] Incidentally, the fuel supply system 10 may further include a temperature sensor that detects the temperature of hydrogen at the third position p3. Thereby, the control device 100 can accurately detect the amount of hydrogen supplied to the first supply unit 20 based on the temperature of hydrogen detected by this temperature sensor and the pressure of hydrogen detected by the pressure sensor 19b.

[0090] Incidentally, it has been described that the control device 100 controls each of the first valve V1 to the fifth valve V5 to be in an open state or a closed state. However, instead of controlling each of the first valve V1 to the fifth valve V5 to be in an open state, the control device 100 may perform control to increase the opening degree of each of the first valve V1 to the fifth valve V5. Instead of controlling each of the first valve V1 to the fifth valve V5 to be in a closed state, the control device 100 may perform control to decrease the opening degree of each of the first valve V1 to the fifth valve V5. That is, the control device 100 may change the opening degree of each of the first valve V1 to the fifth valve V5 step by step.

[0091] Incidentally, the first tank 12 may store hydrogen in a liquid state.

[0092] Incidentally, the vehicle 1 may be a series-parallel hybrid vehicle.

Explanation of Reference Numerals

[0093] 1, 1a, 1b: Vehicle 10, 10b: Fuel supply system 12: First tank 14: First cooling unit 16: Second cooling unit 18: Pump 19: Supply amount detection unit 19a: Temperature sensor 19b: Pressure sensor 20: First supply unit 22: Radiator 23: Second tank 24: Vaporizer 25: Second supply unit 26: Power source 26a: Fuel cell stack 26b: Motor 29: Pipe 36: Battery 50: Generator 52: Motor 54: Inverter 100: Control device R1: First pipe R2: Second pipe R3: Third pipe R4: Fourth pipe V1: First valve V2: Second valve V3: Third valve V4: Fourth valve V5: Fifth valve

Claims

1. A fuel supply system for a vehicle comprising a power source that generates power using hydrogen as fuel and an inverter that controls a motor, wherein the fuel supply system includes a first tank, a first pipe, a second pipe, and a first supply unit, the first tank stores hydrogen, the first pipe connects the first tank and the first supply unit and includes a first cooling unit that cools the inverter with hydrogen passing through the first pipe and / or a second cooling unit that cools the motor with hydrogen passing through the first pipe, the first supply unit supplies hydrogen to the power source, the second pipe is connected to the first tank and is connected to the first pipe downstream of the first cooling unit and the second cooling unit, a fuel supply system.

2. The vehicle further includes the motor, the fuel supply system further includes a second tank, a third pipe, and a second supply unit, the power source is an internal combustion engine that generates power using hydrogen and ammonia as fuel, the second tank stores ammonia, the third pipe connects the second tank and the second supply unit, the first supply unit is a first injector that injects hydrogen into an intake passage connected to the internal combustion engine, the second supply unit is a second injector that injects ammonia into an intake passage connected to the internal combustion engine, The fuel supply system according to claim 1.

3. Ammonia passing through the third pipe is vaporized by heat generated by the inverter, The fuel supply system according to claim 2.

4. The fuel supply system further includes a supply amount detection unit, a first valve, a second valve, and a control device, the first valve is provided in the first pipe, the second valve is provided in the second pipe, the supply amount detection unit detects the amount of hydrogen supplied to the first supply unit, when the amount of hydrogen detected by the supply amount detection unit is less than a predetermined value when the first valve is in an open state, the control device controls the second valve to be opened from a closed state, The fuel supply system according to any one of claims 2 or 3.

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