Fuel cell systems and vehicles

Abstract

This prevents cathode gas from being supplied to the fuel cell after a vehicle collision. [Solution] The fuel cell system mounted on the vehicle comprises a fuel cell having a cathode gas supply port for introducing cathode gas and a cathode gas outlet for discharging used cathode gas; a first metal pipe communicating with the cathode gas supply port or the cathode gas outlet; and a second resin pipe communicating with the cathode gas supply port or the cathode gas outlet via the first pipe, the second pipe having a bent section located further away from the fuel cell than the first pipe.

Description

Technical Field

[0001] The present disclosure relates to a fuel cell system and a vehicle.

Background Art

[0002] A fuel cell system mounted on a vehicle is known (for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When a vehicle collides, there is a possibility that the valve fails without the pipe communicating with the cathode of the fuel cell being damaged. In this case, after the vehicle collision, cathode gas may be supplied to the fuel cell through the pipe, and the voltage between the terminals of the fuel cell may increase.

Means for Solving the Problems

[0005] The present disclosure can be realized in the following forms.

[0006] (1) According to a first aspect of the present disclosure, a fuel cell system mounted on a vehicle is provided. The fuel cell system includes a fuel cell having a cathode gas supply port for introducing cathode gas and a cathode gas discharge port for discharging the used cathode gas, a first pipe made of metal communicating with the cathode gas supply port or the cathode gas discharge port, and a second pipe made of resin communicating with the cathode gas supply port or the cathode gas discharge port through the first pipe, the second pipe having a bent portion disposed farther from the fuel cell than the first pipe. In this type of fuel cell system, during a vehicle collision, the bend in the second pipe can be damaged with a high probability by colliding with a structural member of the vehicle body. Therefore, even if cathode gas flows into the piping from the end opposite to the end communicating with the fuel cell after a vehicle collision, the cathode gas can be discharged through the hole in the bend. Thus, the supply of cathode gas to the fuel cell after a vehicle collision can be suppressed. (2) In the fuel cell system of the above form, the first pipe may be connected to the cathode gas supply port, one end of the second pipe may be connected to the cathode gas supply port via the first pipe, and the other end of the second pipe may be connected to a compressor that pumps the cathode gas to the cathode gas supply port. With this type of fuel cell system, if the compressor does not stop after a vehicle collision, the cathode gas can be released through a hole in the bend between the compressor and the fuel cell. (3) A second embodiment of the present disclosure provides a vehicle comprising: a fuel cell having a cathode gas supply port for introducing cathode gas and a cathode gas outlet for discharging the used cathode gas; a first metal pipe communicating with the cathode gas supply port or the cathode gas outlet; a second resin pipe communicating with the cathode gas supply port or the cathode gas outlet via the first pipe, the second pipe having a bend located further from the fuel cell than the first pipe; and a dash panel separating a front room located at the front end of the vehicle from a cabin located behind the front room. The fuel cell, the first pipe, and the second pipe are arranged in the front room, and the fuel cell, the first pipe, the second pipe, and the dash panel are arranged in this order along the longitudinal axis of the vehicle. With this type of vehicle, during a vehicle collision, the bend in the second pipe can be damaged with a high probability by colliding with the dash panel. Therefore, even if cathode gas flows into the piping after a vehicle collision from the end opposite to the end communicating with the fuel cell, the cathode gas can be released through the hole in the bend. Thus, the supply of cathode gas to the fuel cell after a vehicle collision can be suppressed. [Brief explanation of the drawing]

[0007] [Figure 1] An explanatory diagram showing a vehicle equipped with a fuel cell system. [Figure 2] An explanatory diagram showing the configuration of a fuel cell system. [Figure 3] An explanatory diagram showing the configuration of the air supply path. [Figure 4] An explanatory diagram showing how the air supply passage is damaged during a vehicle collision. [Modes for carrying out the invention]

[0008] A. First Embodiment: Figure 1 is an explanatory diagram showing a vehicle 5 equipped with a fuel cell system 10 in the first embodiment. Figure 2 is an explanatory diagram showing the configuration of the fuel cell system 10. As shown in Figure 1, the fuel cell system 10 is mounted on the vehicle 5. In this embodiment, the vehicle 5 has a front room FR, a cabin CB, and a trunk room TR. The front room FR is located at the front end of the vehicle 5, the cabin CB is located in the center of the vehicle 5, and the trunk room TR is located at the rear end of the vehicle 5. The vehicle 5 includes a suspension member SM located in the front room FR and a dash panel DP that separates the front room FR and the cabin CB. The fuel cell 100 is located in the front room FR. The fuel cell 100 is fixed to the suspension member SM. Passengers sit in the cabin CB.

[0009] As shown in Figure 2, the fuel cell system 10 comprises a fuel cell 100, an air supply and exhaust system 200, and a hydrogen supply and exhaust system 300. The fuel cell 100 generates electricity when an anode gas and a cathode gas are supplied. In this embodiment, the fuel cell 100 is a polymer electrolyte fuel cell, the anode gas is hydrogen, and the cathode gas is oxygen-containing air. The fuel cell 100 has a stack structure in which multiple single cells are stacked. In this embodiment, the output voltage of the fuel cell 100 is 300V or higher. The electricity generated by the fuel cell 100 is supplied to a traction motor (not shown) that generates propulsion for the vehicle 5.

[0010] The fuel cell 100 has a cathode internal flow path 120 for supplying air to the cathode of each single cell, and an anode internal flow path 130 for supplying hydrogen to the anode of each single cell. The fuel cell 100 has an air supply port 121 for introducing air from the outside into the cathode internal flow path 120, and an air outlet 122 for discharging used air from the cathode internal flow path 120 to the outside. The fuel cell 100 has a hydrogen supply port 131 for introducing hydrogen from the outside into the anode internal flow path 130, and a hydrogen outlet 132 for discharging used hydrogen from the anode internal flow path 130 to the outside. Note that the air supply port 121 is sometimes called the cathode gas supply port, and the air outlet 122 is sometimes called the cathode gas outlet. The hydrogen supply port 131 is sometimes called the anode gas supply port, and the hydrogen outlet 132 is sometimes called the anode gas outlet.

[0011] The air supply and exhaust system 200 supplies air to the air supply port 121 of the fuel cell 100 and discharges the air discharged from the air outlet 122 to the outside of the fuel cell system 10. In this embodiment, the air supply and exhaust system 200 includes an air supply passage 211, an air cleaner 212, a compressor 213, an air supply valve 214, an air discharge passage 221, an air discharge valve 222, a bypass passage 231, and a bypass valve 232.

[0012] The upstream end of the air supply passage 211 is in communication with the atmosphere, and the downstream end of the air supply passage 211 is in communication with the air supply port 121 of the fuel cell 100. The air supply passage 211 is equipped with an air cleaner 212, a compressor 213, and an air supply valve 214 in that order from the upstream side. The air cleaner 212 collects foreign matter from the air. The compressor 213 pressurizes the air and sends it downstream. The air supply valve 214 adjusts the flow rate of air supplied to the air supply port 121.

[0013] The upstream end of the air discharge passage 221 is connected to the air outlet 122 of the fuel cell 100, and the downstream end of the air discharge passage 221 is connected to the atmosphere. An air discharge valve 222 is provided in the air discharge passage 221. The air discharge valve 222 adjusts the flow rate of air discharged from the air outlet 122.

[0014] The bypass passage 231 is a flow path for discharging air from the air supply passage 211 to the air discharge passage 221 without passing through the fuel cell 100. The upstream end of the bypass passage 231 communicates with the portion of the air supply passage 211 between the compressor 213 and the air supply valve 214, and the downstream end of the bypass passage 231 communicates with the portion of the air discharge passage 221 between the air discharge valve 222 and the downstream end. The bypass passage 231 is provided with a bypass valve 232. The bypass valve 232 adjusts the flow rate of air passing through the bypass passage 231. Note that the air supply and discharge system 200 does not necessarily have to include the bypass passage 231 and the bypass valve 232.

[0015] The hydrogen supply and exhaust system 300 supplies hydrogen to the hydrogen supply port 131 of the fuel cell 100 and discharges the hydrogen discharged from the hydrogen outlet 132 of the fuel cell 100 to the outside of the fuel cell system 10. In this embodiment, the hydrogen supply and exhaust system 300 includes a hydrogen tank 310, a hydrogen supply passage 311, a tank valve 312, a regulator 313, an injector 314, a hydrogen discharge passage 321, a gas-liquid separator 322, a hydrogen discharge valve 323, a hydrogen circulation passage 331, and a hydrogen pump 332.

[0016] Hydrogen is stored in the hydrogen tank 310. The upstream end of the hydrogen supply passage 311 communicates with the hydrogen tank 310, and the downstream end of the hydrogen supply passage 311 communicates with the hydrogen supply port 131 of the fuel cell 100. In the hydrogen supply passage 311, a tank valve 312, a regulator 313, and an injector 314 are provided in this order from the upstream side. The tank valve 312 regulates the flow rate of hydrogen released from the hydrogen tank 310. The regulator 313 reduces the pressure of the hydrogen supplied from the tank valve 312 to the injector 314. The injector 314 regulates the flow rate of the hydrogen supplied to the hydrogen supply port 131.

[0017] The upstream end of the hydrogen discharge passage 321 communicates with the hydrogen discharge port 132 of the fuel cell 100, and the downstream end of the hydrogen discharge passage 321 communicates with a portion downstream of the connection portion with the bypass passage 231 in the air discharge passage 221. In the hydrogen discharge passage 321, a gas-liquid separator 322 and a hydrogen discharge valve 323 are provided in this order from the upstream side. The gas-liquid separator 322 separates water from the hydrogen discharged from the fuel cell 100. The hydrogen discharge valve 323 regulates the flow rates of the hydrogen and water discharged from the gas-liquid separator 322 to the air discharge passage 221.

[0018] The upstream end of the hydrogen circulation passage 331 communicates with the gas-liquid separator 322, and the downstream end of the hydrogen circulation passage 331 communicates with a portion between the injector 314 in the hydrogen supply passage 311 and the hydrogen supply port 131 of the fuel cell 100. A hydrogen pump 332 is provided in the hydrogen circulation passage 331. The hydrogen pump 332 pumps hydrogen into the hydrogen supply passage 311. The hydrogen supplied to the hydrogen supply passage 311 by the hydrogen pump 332 is reused for the power generation of the fuel cell 100.

[0019] Figure 3 is an explanatory diagram showing the configuration of the air supply passage 211. In this embodiment, the air supply passage 211 comprises a first pipe 510, a second pipe 520, and a third pipe 530. The first pipe 510, the second pipe 520, and the third pipe 530 are located in the front room FR of the vehicle 5. More specifically, the first pipe 510, the second pipe 520, and the third pipe 530 are located between the fuel cell 100 and the dash panel DP.

[0020] One end of the first pipe 510 is connected to the air supply port 121 of the fuel cell 100. The first pipe 510 has a cylindrical appearance. The first pipe 510 is arranged parallel to the longitudinal axis (X-axis) of the vehicle 5. The first pipe 510 is made of a metallic material. In this embodiment, the first pipe 510 is made of an aluminum alloy. An air supply valve 214 is connected to the other end of the first pipe 510. The air supply valve 214 has a casing made of a metallic material. In this embodiment, the casing of the air supply valve 214 is made of an aluminum alloy.

[0021] One end of the second pipe 520 is connected to the air supply valve 214. In other words, the second pipe 520 is connected to the air supply port 121 of the fuel cell 100 via the first pipe 510 and the air supply valve 214. The fuel cell 100, the first pipe 510, the air supply valve 214, the second pipe 520, and the dash panel DP are arranged in this order along the front and rear axes of the vehicle 5. A third pipe 530 is connected to the other end of the second pipe 520. The second pipe 520 is formed of a rigid resin material. By "rigid" here is meant that it does not have rubber elasticity. The material of the second pipe 520 has a lower breaking strength than the material of the first pipe 510. The material of the second pipe 520 has at least lower tensile strength and compressive strength than the material of the first pipe 510. For example, polypropylene (PP), polyethylene (PE), acrylonitrile butadiene styrene (ABS), polyamide (PA), or polyoxymethylene (POM) can be used as the material of the second pipe 520. In the present embodiment, the wall thickness of the second pipe 520 is about the same as the wall thickness of the first pipe 510. The wall thickness of the second pipe 520 is preferably within twice the wall thickness of the first pipe 510.

[0022] The second pipe 520 has a first straight section 521, a bent section 522, and a second straight section 523. The first straight section 521 and the second straight section 523 are parts of the second pipe 520 that have a cylindrical appearance. The bent section 522 is a part of the second pipe 520 that has a curved cylindrical appearance. In this embodiment, the bent section 522 is bent at a 90-degree angle. The first straight section 521 is located at one end of the second pipe 520. The first straight section 521 is arranged parallel to the longitudinal axis of the vehicle 5. The second straight section 523 is located at the other end of the second pipe 520. The second straight section 523 is arranged parallel to the vertical axis (Z-axis) of the vehicle 5. The bent section 522 is located between the first straight section 521 and the second straight section 523. One end of the bent section 522 is connected to the first straight section 521, and the other end of the bent section 522 is connected to the second straight section 523. The first straight section 521 is connected to the air supply valve 214, and the second straight section 523 is connected to the third pipe 530. Air flowing from the air cleaner 212 into the air supply passage 211 flows through the inside of the second pipe 520 in the order of the second straight section 523, the bent section 522, and the first straight section 521.

[0023] The bent portion 522 is positioned facing a structural member of the vehicle body 5. In this embodiment, the bent portion 522 is positioned facing the dash panel DP. The dash panel DP is made of a metal material. In this embodiment, the dash panel DP is made of steel. Since the dash panel DP is a structural member of the vehicle body that separates the front room FR and the cabin CB, it is configured to be resistant to deformation during a collision of the vehicle 5. The material of the dash panel DP has higher fracture strength than the material of the second pipe 520. The material of the dash panel DP has at least higher tensile strength and compressive strength than the material of the second pipe 520. The distance between the second pipe 520 and the fuel cell 100 is greater than the distance between the first pipe 510 and the fuel cell 100. In this embodiment, of the first pipe 510, the air supply valve 214, the first straight portion 521, and the bent portion 522, the bent portion 522 is located furthest from the fuel cell 100. The distance between the second pipe 520 and the dash panel DP is shorter than the distance between the first pipe 510 and the dash panel DP. In this embodiment, of the first pipe 510, the air supply valve 214, the first straight section 521, the bent section 522, and the second straight section 523, the bent section 522 is located closest to the dash panel DP.

[0024] One end of the third pipe 530 is connected to the second pipe 520. In other words, the third pipe 530 is connected to the air supply port 121 of the fuel cell 100 via the first pipe 510, the air supply valve 214, and the second pipe 520. The other end of the third pipe 530 is connected to the compressor 213. In this embodiment, the third pipe 530 is made of rubber material. However, the third pipe 530 may be made of a hard resin material, similar to the second pipe 520.

[0025] Figure 4 is an explanatory diagram showing how the air supply passage 211 is damaged during a frontal collision with vehicle 5. In Figure 4, the flow of air entering the air supply passage 211 from the air cleaner 212 is represented by dashed arrows. As shown in Figure 4(A), before the vehicle collision, the air entering from the air cleaner 212 flows into the fuel cell 100 through the rubber third pipe 530, the resin second pipe 520, the air supply valve 214, and the metal first pipe 510.

[0026] As shown in Figure 4(B), during a vehicle collision, the front room FR of vehicle 5 is crushed. The fuel cell 100 is pushed backward by the vehicle body structural members that constitute the front end of the front room FR. At this time, the first pipe 510, the air supply valve 214, and the second pipe 520 are pushed backward by the fuel cell 100. The dash panel DP is a vehicle body structural member that separates the front room FR and the cabin CB, so it is not easily deformed during a vehicle collision. Of the air supply passages 211, the bent portion 522 of the second pipe 520 is closest to the dash panel DP, so the bent portion 522 is the first to collide with the dash panel DP. When the bent portion 522 collides with the dash panel DP, a load is applied to the first pipe 510, the air supply valve 214, and the second pipe 520, which are sandwiched between the fuel cell 100 and the dash panel DP. The load applied during the vehicle collision causes the bent portion 522 to break.

[0027] As shown in Figure 4(C), a hole HL is formed in the damaged bent section 522 after the vehicle collision. If the compressor 213 is not stopped after the vehicle collision, air will flow from the air cleaner 212 into the air supply passage 211. Even if the compressor 213 is stopped after the vehicle collision, air may flow from the air cleaner 212 into the air supply passage 211 due to wind blowing outside the vehicle 5. Here, when the air that has flowed in from the air cleaner 212 after the vehicle collision reaches the cathode internal passage 120 of the fuel cell 100, the fuel cell 100 generates electricity using the air flowing into the cathode internal passage 120 and the hydrogen flowing into or remaining in the anode internal passage 130, and the terminal voltage of the fuel cell 100 increases. For example, if the terminal voltage of the fuel cell 100 reaches 60V or more, there is a possibility that workers will be electrocuted during the handling of the vehicle 5 collision accident. However, in this embodiment, if the air supply valve 214 is closed after a vehicle collision, the air that flows from the air cleaner 212 into the air supply passage 211 will flow out through the hole HL in the bent section 522. Even if the air supply valve 214 is open after a vehicle collision, most of the air that flows from the air cleaner 212 into the air supply passage 211 will flow out of the air supply passage 211 through the hole HL in the bent section 522. This is because the pressure loss in the cathode internal passage 120 is greater than the pressure loss in the hole HL in the bent section 522, or because the air that flows in from the air cleaner 212 will not be bent at the bent section 522 and will travel straight towards the hole HL. Note that since the bent section 522 is located in the front room FR, even if there is wind outside the vehicle 5, it is difficult for air to flow into the air supply passage 211 through the hole HL in the bent section 522.

[0028] As described above, the fuel cell system 10 in this embodiment is configured such that a hole HL is formed in the bent portion 522 of the second pipe 520 with a high probability during a vehicle collision. Therefore, it is possible to suppress the air flowing in from the air cleaner 212 after a vehicle collision from reaching the cathode internal flow path 120 of the fuel cell 100. Consequently, it is possible to suppress the entry of air into the cathode internal flow path 120 after a vehicle collision, which would cause the terminal voltage of the fuel cell 100 to increase.

[0029] In other configurations where the first pipe 510 and the second pipe 520 are made of resin material, the insufficient rigidity of the first pipe 510 makes it easier for the load applied from the dash panel DP to the second pipe 520 during a vehicle collision to be dispersed. However, in this embodiment, since the first pipe 510 is made of metal material and the second pipe 520 is made of resin material, it is possible to concentrate the load applied from the dash panel DP to the second pipe 520 during a vehicle collision.

[0030] Furthermore, the first pipe 510 and the second pipe 520 can be considered as a cantilever beam, with the fuel cell 100 side end of the first pipe 510 being the fixed end and the bent portion 522 of the second pipe 520 being the free end. During a vehicle collision, a concentrated load is applied to the bent portion 522 from the dash panel DP. In a cantilever beam, the stress at the fixed end is higher than the stress at the free end. In other configurations where the first pipe 510 and the second pipe 520 are formed from the same material, the first pipe 510 is more likely to break. However, in this embodiment, the first pipe 510 is made of a metal material and the second pipe 520 is made of a resin material, and the fracture strength of the first pipe 510 is higher than that of the second pipe 520. In addition, the bent portion 522 of the second pipe 520 has a shape that is more prone to stress concentration than the first straight portion 521 and the second straight portion 523 of the second pipe 520. Therefore, in the event of a vehicle collision, there is a high probability that the bend 522 of the second pipe 520 will be damaged, rather than the first pipe 510.

[0031] Furthermore, even if a hole is made in the straight cylindrical first pipe 510, the air flowing from the air cleaner 212 into the air supply passage 211 can easily travel straight through the first pipe 510 and reach the cathode internal flow path 120 of the fuel cell 100. However, in this embodiment, a hole HL is made in the bent portion 522 of the curved cylindrical second pipe 520. As a result, the air flowing from the air cleaner 212 into the air supply passage 211 is not bent at the bent portion 522, but can easily travel straight through the hole HL in the bent portion 522 and flow out of the air supply passage 211.

[0032] Furthermore, in this embodiment, the bent portion 522 of the second pipe 520 is located between the compressor 213 and the fuel cell 100. Therefore, even if the compressor 213 does not stop after a vehicle collision, the air pumped from the compressor 213 can be released to the outside of the air supply passage 211 through the hole HL in the bent portion 522.

[0033] Furthermore, in this embodiment, the fuel cell 100, the first pipe 510, the air supply valve 214, and the second pipe 520 are arranged in this order along the front-rear axis of the vehicle 5, and in the event of a vehicle collision, the bent portion 522 collides with the dash panel DP. The dash panel DP is a vehicle body structural member that separates the front room FR and the cabin CB, and is therefore configured to be resistant to deformation during a vehicle collision. Consequently, by causing the bent portion 522 to collide with the dash panel DP during a vehicle collision, the bent portion 522 can be damaged with high accuracy.

[0034] B. Other embodiments: (B1) In the fuel cell system 10 of the above embodiment, a first pipe 510 and a second pipe 520 are provided in an air supply passage 211 that communicates with the air supply port 121 of the fuel cell 100. Alternatively, a first pipe 510 and a second pipe 520 may be provided in an air discharge passage 221 that communicates with the air discharge port 122 of the fuel cell 100. In this case, after a vehicle collision, wind blowing outside the vehicle 5 can suppress the inflow of air from the end of the air discharge passage 221 that communicates with the atmosphere into the cathode internal passage 120 of the fuel cell 100. Therefore, it is possible to suppress an increase in the terminal voltage of the fuel cell 100 after a vehicle collision.

[0035] (B2) In the fuel cell system 10 of the above embodiment, the first pipe 510 and the second pipe 520 are located in the portion of the air supply passage 211 between the compressor 213 and the fuel cell 100. Alternatively, the first pipe 510 and the second pipe 520 may be located in the portion of the air supply passage 211 between the air cleaner 212 and the compressor 213. Even in this case, the air that flows in from the air cleaner 212 after a vehicle collision can be discharged to the outside of the air supply passage 211 through the hole HL in the second pipe 520.

[0036] (B3) In the fuel cell system 10 of the above embodiment, the fuel cell 100, the first pipe 510, and the second pipe 520 are located in the front room FR of the vehicle 5. Alternatively, the fuel cell 100, the first pipe 510, and the second pipe 520 may be located in the trunk room TR of the vehicle 5. The fuel cell 100, the first pipe 510, the second pipe 520, and the vehicle body structural member separating the trunk room TR and the cabin CB may be arranged in this order along the front-rear axis of the vehicle 5. In this case, when the vehicle 5 is hit from behind, the bent portion 522 of the second pipe 520 can collide with the vehicle body structural member separating the trunk room TR and the cabin CB, causing damage to the bent portion 522.

[0037] This disclosure is not limited to the embodiments described above, and can be implemented in various configurations without departing from its spirit. For example, the technical features in the embodiments corresponding to the technical features in each form described in the summary of the invention can be replaced or combined as appropriate in order to solve some or all of the above-described problems, or to achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be deleted as appropriate. [Explanation of symbols]

[0038] 5…Vehicle, 10…Fuel cell system, 100…Fuel cell, 120…Cathode internal flow path, 121…Air supply port, 122…Air exhaust port, 130…Anode internal flow path, 131…Hydrogen supply port, 132…Hydrogen exhaust port, 200…Air supply and exhaust system, 211…Air supply passage, 212…Air cleaner, 213…Compressor, 214…Air supply valve, 221…Air exhaust passage, 222…Air exhaust valve, 231…Bypass passage, 232…Bypass valve, 300…Hydrogen supply and exhaust system, 310…Hydrogen tank 311...Hydrogen supply line, 312...Tank valve, 313...Regulator, 314...Injector, 321...Hydrogen discharge line, 322...Gas-liquid separator, 323...Hydrogen discharge valve, 331...Hydrogen circulation line, 332...Hydrogen pump, 510...First piping, 520...Second piping, 521...First straight section, 522...Bend, 523...Second straight section, 530...Third piping, CB...Cabin, DP...Dash panel, FR...Front room, HL...Hole, SM...Suspension member, TR...Trunk room

Claims

1. A fuel cell system installed in a vehicle, A fuel cell having a cathode gas supply port for introducing cathode gas and a cathode gas outlet for discharging the used cathode gas, A first metal pipe communicating with the cathode gas supply port or the cathode gas outlet, A second resin pipe communicating with the cathode gas supply port or the cathode gas outlet via the first pipe, the second pipe having a bent portion located further away from the fuel cell than the first pipe, A fuel cell system equipped with the following features.

2. A fuel cell system according to claim 1, The first piping is connected to the cathode gas supply port, One end of the second pipe is connected to the cathode gas supply port via the first pipe. The other end of the second pipe is connected to a compressor that pumps the cathode gas to the cathode gas supply port, in a fuel cell system.

3. It is a vehicle, A fuel cell having a cathode gas supply port for introducing cathode gas and a cathode gas outlet for discharging the used cathode gas, A first metal pipe communicating with the cathode gas supply port or the cathode gas outlet, A second resin pipe communicating with the cathode gas supply port or the cathode gas outlet via the first pipe, the second pipe having a bent portion located further away from the fuel cell than the first pipe, A dash panel that separates the front room located at the front end of the vehicle from the cabin located behind the front room, Equipped with, The fuel cell, the first piping, and the second piping are located in the front room. A vehicle in which the fuel cell, the first piping, the second piping, and the dashboard panel are arranged in this order along the front-rear axis of the vehicle.

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