Work vehicles

Abstract

To provide a work vehicle which achieves good output stability of a fuel cell.SOLUTION: A work vehicle includes: a vehicle body; a travel device which supports the vehicle body in a manner that enables travelling; a drive motor which drives the travel device; a fuel cell which supplies electric power to the drive motor; a first radiator which cools a refrigerant circulating in a cooling passage of heating components including the drive motor by heat exchange with outside air; a second radiator device which cools the refrigerant circulating in a cooling passage of the fuel cell by heat exchange with outside air; a housing which covers the fuel cell, the first radiator device, and the second radiator device; a first passage which causes air for heat exchange of the first radiator device, introduced into the housing, to pass through the fuel cell and be led out to the outside of the housing; and a second passage which causes air for heat exchange of the second radiator device, introduced into the housing, to pass through the fuel cell and be led out to the outside of the housing.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a work vehicle driven by electric power supplied from a fuel cell. Background Art

[0002] In recent years, in order to achieve decarbonization, development of fuel cell-type work vehicles driven by electric power supplied from a fuel cell using hydrogen as fuel has been progressing. Generally, for this type of work vehicle, instead of designing the overall configuration of the vehicle from scratch, many approaches are adopted that replace the engine with a fuel cell by utilizing the configuration of an existing engine-driven work vehicle. The tractor (work vehicle) disclosed in Patent Document 1 includes a traveling electric motor and a fuel cell that supplies electric power to the traveling electric motor.

[0003] For a fuel cell used in this type of work vehicle, it is necessary to maintain the internal temperature within a predetermined temperature range so as to stably obtain high power generation efficiency. On the other hand, in addition to the fuel cell, this type of work vehicle is also equipped with heat-generating components that require cooling, such as the traveling electric motor and electrical components. Accordingly, in this type of work vehicle, a plurality of radiators are mounted inside the vehicle body so that the temperature of the fuel cell and other heat-generating components can be adjusted individually. Prior Art Documents Patent Documents

[0004] Patent Document 1 Japanese Unexamined Patent Application Publication No. 2002-225577 Summary of the Invention Problem to be Solved by the Invention

[0005] However, as with the above-mentioned work vehicle, when multiple radiators are installed inside the vehicle body, the cold air introduced from outside the vehicle to the location of each radiator and the warm air that has passed through each radiator may interfere with each other, reducing the heat exchange efficiency of each radiator. As a result, the internal temperature of the fuel cell may not be properly regulated, potentially leading to a decrease in power generation efficiency.

[0006] The present invention has been made in view of the above problems, and aims to provide a work vehicle with excellent stability in the power generation efficiency of a fuel cell. [Means for solving the problem]

[0007] To achieve the above objectives, the present invention employs the following technical means.

[0008] A work vehicle according to one aspect of the present invention comprises: a vehicle body; a running gear that supports the vehicle body so as to be able to move; a drive motor that drives the running gear; a fuel cell that supplies power to the drive motor; a first radiator device that cools a refrigerant circulating in a cooling channel for heat-generating components including the drive motor by heat exchange with external air; a second radiator device that cools a refrigerant circulating in a cooling channel for the fuel cell by heat exchange with external air; a housing that covers the fuel cell, the first radiator device, and the second radiator device; a first flow path that passes heat exchange air for the first radiator device, introduced into the housing, through the fuel cell and leads it out to the outside of the housing; and a second flow path that passes heat exchange air for the second radiator device, introduced into the housing, through the fuel cell and leads it out to the outside of the housing. The first radiator device is arranged side by side in front of the fuel cell inside the housing, and the second radiator device is arranged side by side in rear of the fuel cell inside the housing. It is.

[0009] The first flow path may have a first cold air flow path that passes cold air from outside the housing through the fuel cell and leads to the first radiator device, and the second flow path may have a second cold air flow path that passes cold air from outside the housing through the fuel cell and leads to the second radiator device.

[0010] The first flow path may have a first warm air flow path that guides the warm air, after heat exchange by the first radiator device, to the outside of the housing, and the second flow path may have a second warm air flow path that guides the warm air, after heat exchange by the second radiator device, to the outside of the housing.

[0011] A work vehicle according to another aspect of the present invention includes a vehicle body, a running gear that supports the vehicle body so as to be able to move, a drive motor that drives the running gear, a fuel cell that supplies power to the drive motor, a first radiator device that cools a refrigerant circulating in a cooling channel of electrical components including the drive motor by heat exchange with external air, a second radiator device that cools a refrigerant circulating in a cooling channel of the fuel cell by heat exchange with external air, a housing that covers the fuel cell, the first radiator device, and the second radiator device, and a first flow that introduces heat exchange air for the first radiator device into the housing, passes it through the fuel cell, and leads it out of the housing. The first passage comprises a path and a second passage that passes heat exchange air for the second radiator device, which is introduced into the interior of the housing, through the fuel cell and leads it out of the housing, wherein the first passage comprises a first cold air passage that passes cold air from outside the housing through the fuel cell and leads to the first radiator device, and a first warm air passage that leads warm air, which has undergone heat exchange by the first radiator device, to the outside of the housing, and the second passage comprises a second cold air passage that passes cold air from outside the housing through the fuel cell and leads to the second radiator device, and a second warm air passage that leads warm air, which has undergone heat exchange by the second radiator device, to the outside of the housing. The housing has a first air supply port for introducing cold air into the first cold air passage, a second air supply port for introducing cold air into the second cold air passage, a first exhaust port for discharging warm air from the first warm air passage, and a second exhaust port for discharging warm air from the second warm air passage, wherein the first air supply port and the second air supply port are located in the middle of the housing in the front-rear direction, the first exhaust port is located in the front of the housing, and the second exhaust port is located in the rear of the housing. There are .

[0012] The vehicle body is equipped with a cabin, and the second exhaust port may be provided at the front lower part of the cabin.

[0013] The first flow path may have a first warm air flow path that passes warm air, after heat exchange by the first radiator device, through the fuel cell and leads to the outside of the housing, and the second flow path may have a second warm air flow path that passes warm air, after heat exchange by the second radiator device, through the fuel cell and leads to the outside of the housing.

[0014] The first flow path may have a first cold air flow path that directs cold air from outside the housing to the first radiator device before passing it to the fuel cell, and the second flow path may have a second cold air flow path that directs cold air from outside the housing to the second radiator device before passing it to the fuel cell.

[0015] A work vehicle according to another aspect of the present invention includes a vehicle body, a running gear that supports the vehicle body so as to be able to move, a drive motor that drives the running gear, a fuel cell that supplies power to the drive motor, a first radiator device that cools a refrigerant circulating in a cooling channel of electrical components including the drive motor by heat exchange with external air, a second radiator device that cools a refrigerant circulating in a cooling channel of the fuel cell by heat exchange with external air, a housing that covers the fuel cell, the first radiator device, and the second radiator device, a first flow channel that introduces the air for heat exchange of the first radiator device into the housing, passes it through the fuel cell, and leads it out to the outside of the housing, and leads to the inside of the housing The first passage comprises a first cold air passage that guides cold air from outside the housing to the first radiator before it passes through the fuel cell and is led out of the housing, and the first passage comprises a second cold air passage that guides cold air from outside the housing to the first radiator before it passes through the fuel cell and is led out of the housing after it has been heat-exchanged by the first radiator, and the second passage comprises a second cold air passage that guides cold air from outside the housing to the second radiator before it passes through the fuel cell and is led out of the housing after it has been heat-exchanged by the second radiator,The housing includes a first air supply hole that introduces the cool air into the first cool air flow path, a second air supply hole that introduces the cool air into the second cool air flow path, a first exhaust hole that discharges the warm air from the first warm air flow path, and a second exhaust hole that discharges the warm air from the second warm air flow path. The first air supply hole is provided at a front portion of the housing, the second air supply hole is provided at a rear portion of the housing, and the first exhaust hole and the second exhaust hole are provided at an intermediate portion in the front-rear direction of the housing There are .

[0016] A cabin mounted on the vehicle body is provided, and the second air supply hole may be provided at a lower front portion of the cabin.

[0017] The first radiator device may be arranged side by side at a position forward of the fuel cell inside the housing, and the second radiator device may be arranged side by side at a position rearward of the fuel cell inside the housing. [Advantageous Effects of Invention]

[0018] According to the above working vehicle, interference between heat exchange air of the two radiator devices can be avoided, so that the stability of the power generation efficiency of the fuel cell is remarkably improved. [Brief Description of Drawings]

[0019] [Figure 1] It is a left side view of the working vehicle of the present invention. [Figure 2] It is a top view of the working vehicle of the present invention. [Figure 3] It is a block diagram showing the basic configuration of the working vehicle of the present invention. [Figure 4] It is a schematic side view configuration diagram around the fuel cell according to the first embodiment. [Figure 5] It is a schematic top view configuration diagram around the fuel cell according to the second embodiment. [Figure 6] It is a schematic side view configuration diagram around the fuel cell according to the third embodiment. [Figure 7] It is a schematic top view configuration diagram around the fuel cell according to the fourth embodiment. DESCRIPTION OF EMBODIMENTS

[0020] Embodiments of the present invention will be described below with reference to the drawings. The work vehicle 1 of the present embodiment is a tractor, and is a type of FCV (Fuel Cell Vehicle) that is driven using electric power generated by a fuel cell. Note that the work vehicle 1 according to the present invention is not limited to a tractor. For example, the work vehicle 1 according to the present invention may be an agricultural machine other than a tractor, a construction machine, a utility vehicle, or the like.

[0021] Hereinafter, the direction in which the work vehicle 1 moves forward and backward (the directions of arrows X1 and X2 in FIGS. 1 and 2) is defined as the front-rear direction; the direction horizontally orthogonal to the forward-backward movement direction of the work vehicle 1 (the front-rear depth direction in FIG. 1, the directions of arrows Y1 and Y2 in FIG. 2) is defined as the left-right direction; the direction perpendicularly orthogonal to the forward-backward movement direction of the work vehicle 1 (the directions of arrows Z1 and Z2 in FIG. 1, the front-rear depth direction in FIG. 2) is defined as the up-down direction in the following description.

[0022] <First Embodiment> As shown in FIGS. 1 and 2, the work vehicle 1 includes a vehicle body 2, a cabin 3 that covers the periphery of a driver's seat P1 provided on the vehicle body 2, a traveling device 4 that supports the vehicle body 2 to allow traveling, a hydrogen tank 5 that stores hydrogen gas, and a drive device 6 that drives the traveling device 4 using hydrogen gas as an energy source. As shown in FIGS. 1 and 3, the drive device 6 includes a drive motor 7 that drives the traveling device 4, a fuel cell stack (fuel cell) 8 that generates power using hydrogen gas and supplies electric power to the drive motor 7, and a battery unit 9 that stores electric power supplied from the fuel cell stack 8.

[0023] The vehicle body 2 is formed by combining metal frame materials and supports the cabin 3, running gear 4, and drive unit 6. As shown in Figures 1 and 2, the vehicle body 2 is equipped with a fixed frame 10. The cabin 3 is located at the upper rear of the vehicle body 2. The fuel cell stack 8 is located at the upper front of the vehicle body 2 and is housed inside the bonnet 11. That is, the fuel cell stack 8 is located in front of the driver's seat P1 and is covered by the housing (bonnet 11) at the front of the vehicle. A tank case 12 for housing the hydrogen tank 5 is provided on the upper part of the fixed frame 10. Although not shown, a gas filling port (receptacle) 13 is provided at the rear of the vehicle body 2 for connecting the gas filling nozzle of a hydrogen gas supply unit installed outside the vehicle when filling the hydrogen tank 5 with hydrogen gas.

[0024] As shown in Figure 1, the fixed frame 10 is erected on the upper part of the vehicle body 2. The fixed frame 10 is a long-axis tubular body and is formed in an arch shape that curves upwards on the vehicle body 2 so as to straddle the cabin 3 and the bonnet 11. Specifically, the front end of the fixed frame 10 is connected to the front lower position of the bonnet 11 on the vehicle body 2, and the rear end is connected to the rear lower position of the cabin 3 on the vehicle body 2. Alternatively, the fixed frame 10 may be formed in an arch shape that curves upwards on the vehicle body 2 so as to straddle the cabin 3 at the rear position of the bonnet 11.

[0025] As shown in Figure 2, a pair of fixed frames 10 are arranged side by side on both the left and right sides of the bonnet 11, supporting the tank case 12 from below above the cabin 3. In other words, the hydrogen tank 5 is supported by the vehicle body 2 via the two fixed frames 10 on the left and right sides. The fixed frames 10 serve both the function of stably supporting the hydrogen tank 5 and the function of absorbing vibrations of the vehicle body 2 during driving and operation, thereby mitigating impacts on the hydrogen tank 5.

[0026] The tank case 12 is a box-shaped structure capable of housing multiple hydrogen tanks 5, and is rigidly fixed to the upper edge of the fixing frame 10 by fixing brackets, bolts and nuts, welding, etc. The tank case 12 in this embodiment is made of steel of a material and thickness that can thermally and physically protect the hydrogen tanks 5 from the outside. The tank case 12 is formed in a box shape that covers the entire hydrogen tanks 5 it houses, but it may also be formed in a bucket shape that opens upwards, or in a cover shape that opens downwards.

[0027] Cabin 3 is a protective mechanism that protects the driver's seat P1, and includes a plurality of panels 15 erected at the front, rear, left, and right positions of the driver's seat P1, pillars (protective frames) 16 erected around the driver's seat P1 along the abutting edges of adjacent panels 15, and a roof 17 supported in conjunction with the top of the pillars 16. The bonnet 11 is connected to the front of cabin 3.

[0028] The running gear 4 is a wheel rotatably supported on the left and right sides of the vehicle body 2, and includes a pair of left and right front wheels 4A and a pair of left and right rear wheels 4B. In this embodiment, power is transmitted from the drive motor 7 to either one or both of the front wheels 4A and the rear wheels 4B. Either one or both of the front wheels 4A and the rear wheels 4B, which become drive wheels when power is transmitted from the drive motor 7, may be crawlers.

[0029] The hydrogen tank 5 is a roughly cylindrical high-pressure container made of a rigid synthetic resin reinforced with carbon fiber or glass fiber, and one or more are housed inside a tank case 12 located above the cabin 3. In this embodiment, the work vehicle 1 has three hydrogen tanks 5 housed inside the tank case 12, arranged side by side, front to back. Thus, in this embodiment, because the hydrogen tanks 5 are located above the cabin 3 (driver's seat P1), there is a high degree of freedom in the arrangement of the drive motor 7, fuel cell stack 8, and battery unit 9 relative to the vehicle body 2. Furthermore, when changing the design from a conventional engine-driven vehicle to a motor-driven vehicle like the work vehicle 1 of this embodiment, there is no need to significantly change the arrangement of each component.

[0030] Furthermore, the number of hydrogen tanks 5 installed is not limited to three. For example, the work vehicle 1 may be equipped with only one hydrogen tank 5, two, or four or more. Also, the placement of the hydrogen tanks 5 is not limited to above the cabin 3. For example, the hydrogen tanks 5 may be located at the rear of the cabin 3, or in the space below the driver's seat P1.

[0031] As shown in Figure 3, the hydrogen tank 5 is connected to the gas inlet pipe L1 and the gas outlet pipe L2 via the valve unit 18. The gas inlet pipe L1 is a gas inlet pipeline connecting the gas filling port 13 and the valve unit 18, and guides the hydrogen gas introduced into the gas filling port 13 from outside the vehicle to the hydrogen tank 5. The gas outlet pipe L2 is a gas outlet pipeline connecting the fuel cell stack 8 and the valve unit 18, and guides the hydrogen gas stored in the hydrogen tank 5 to the fuel cell stack 8. In this way, the hydrogen tank 5 stores the hydrogen gas introduced into the gas filling port 13 from outside the vehicle and supplies it to the fuel cell stack 8. The valve unit 18 has an on / off valve and a pressure reducing valve, etc., and adjusts the hydrogen gas stored in the hydrogen tank 5 to a predetermined flow rate before guiding it to the fuel cell stack 8 through the gas outlet pipe L2.

[0032] The drive motor 7 has a rotating rotor and a stator with multiple coils, and rotates the output shaft with a predetermined torque and rotational speed. As shown in Figure 1, the drive motor 7 is located at the rear of the fuel cell stack 8 and below the driver's seat P1. The output shaft is connected to the transmission case 19.

[0033] Furthermore, multiple drive motors 7 may be mounted on the work vehicle 1. Specifically, for example, the work vehicle 1 is equipped with a drive motor 7 for the front wheels 4A and a drive motor 7 for the rear wheels 4B, and the power of these drive motors 7 is output to the front wheels 4A and the rear wheels 4B, respectively. Alternatively, the drive motors 7 are independently provided for all four wheels, including the front wheels 4A and the rear wheels 4B, and the power of these drive motors 7 is output to the corresponding front wheels 4A and rear wheels 4B, respectively. In this way, if the work vehicle 1 is equipped with drive motors 7 independently for each of the front, rear, left, and right running gears 4, it becomes unnecessary to mount a power transmission device such as the transmission case 19 described above, thus making the configuration of the drive system 6 simpler and more compact.

[0034] The transmission case 19 is connected to the rear of the drive motor 7. The transmission case 19 incorporates a transmission, clutch, differential gear, etc., and reduces or increases the speed of the power input from the output shaft and outputs it to the running gear 4 (front wheels 4A and / or rear wheels 4B). In this embodiment, the work vehicle 1 has only one drive motor 7 installed on the upper part of the vehicle body 2, and the power of the drive motor 7 is distributed and output to the left and right rear wheels 4B by the transmission case 19.

[0035] As shown in Figure 3, the transmission case 19 is configured not only to output power from the drive motor 7 to the running gear 4, but also to output a portion of that power to the PTO shaft (power take-off shaft) 20 located at the rear of the vehicle body 2. The PTO shaft 20 is connected to the transmission case 19 and transmits power from the drive motor 7 to implements E1 such as tillers and balers that are attached to the rear of the work vehicle 1. In this way, the work vehicle 1 of this embodiment can also operate the implements E1 using electricity generated by the fuel cell stack 8.

[0036] The fuel cell stack 8 is constructed by stacking multiple single cells, each equipped with two types of electrodes, a positive electrode and a negative electrode, inside a roughly rectangular box-shaped battery casing. By aggregating the power generated by each single cell, it generates the voltage and current power required to drive the drive motor 7.

[0037] The fuel cell stack 8 is connected to the inverter 24 via a boost circuit 23. The boost circuit 23 increases the voltage of the power generated by the fuel cell stack 8. The inverter 24 converts the DC power input from the boost circuit 23 into three-phase AC power and outputs it to the drive motor 7. In other words, the fuel cell stack 8 drives the drive motor 7 with the power increased by the boost circuit 23. The work vehicle 1 has low-voltage electrical components that operate at a lower voltage than the drive motor 7, and power stepped down by a step-down circuit is supplied to these low-voltage electrical components. In this embodiment, the work vehicle 1 has a battery unit 9, radiator devices 21 and 22, and an air conditioning device 25 as the low-voltage electrical components, and has a first DC / DC converter 26 and a second DC / DC converter 27 as the step-down circuit.

[0038] The first DC / DC converter 26 and the second DC / DC converter 27 are step-down converters that convert the voltage of the input DC power to an even lower voltage. The first DC / DC converter 26 supplies the power stepped down as described above to the battery unit 9 and the air conditioning unit 25. The second DC / DC converter 27 supplies the power stepped down as described above to the radiator units 21 and 22. As shown in Figure 1, the inverter 24, the first DC / DC converter 26, and the second DC / DC converter 27 are located below the driver's seat P1, which can be placed on top of the vehicle body 2.

[0039] The battery unit 9 is a rechargeable secondary battery such as a lithium-ion battery or a lead-acid battery, which temporarily stores the electricity generated by the fuel cell stack 8 and outputs the stored electricity to the inverter 24 as needed. As shown in Figure 2, the battery unit 9 is housed inside a casing 30 located between the front wheel 4A and the rear wheel 4B on the right side of the vehicle body 2.

[0040] As shown in Figures 1 and 2, the fuel cell stack 8 and radiator units 21 and 22 are housed inside the bonnet 11. The radiator units 21 and 22 are located at the front and rear positions of the fuel cell stack 8 on the upper part of the vehicle body 2, respectively. The radiator units 21 and 22 include a first radiator unit 21 located at the front position of the fuel cell stack 8 and a second radiator unit 22 located at the rear position of the fuel cell stack 8.

[0041] As shown in Figure 3, the first radiator unit 21 and the second radiator unit 22 constitute a cooling system that cools electrical components such as the fuel cell stack 8, drive motor 7, boost circuit 23, inverter 24, and DC / DC converters 26, 27 with coolant (refrigerant).

[0042] The first radiator unit 21 cools the coolant supplied through the first cooling channel H1 by heat exchange with the outside air. The second radiator unit 22 cools the coolant supplied through the second cooling channel H2 by heat exchange with the outside air. The first radiator unit 21 and the second radiator unit 22 each have radiator fans 31 and 32 (first fan 31 and second fan 32), and by rotating these radiator fans 31 and 32, air is circulated to the first radiator unit 21 and the second radiator unit 22, respectively, thereby promoting heat exchange with the coolant.

[0043] The first radiator unit 21 is connected via the first cooling channel H1 to the drive motor 7, boost circuit 23, inverter 24, and DC / DC converters 26, 27, which are electrical components (heat-generating components) that require cooling. The second radiator unit 22 is connected to the fuel cell stack 8 via the second cooling channel H2.

[0044] The first cooling channel H1 has a first circulation pump 33, which circulates coolant between the first radiator device 21 and the electrical components including the drive motor 7. The second cooling channel H2 has a second circulation pump 34, which circulates coolant between the second radiator device 22 and the fuel cell stack 8. In this way, the second radiator device 22 is connected to the cooling channel H2 of the fuel cell stack 8, and by cooling the coolant circulated between it and the fuel cell stack 8 through heat exchange, it adjusts the internal electrodes of the fuel cell stack 8 to a predetermined temperature. As a result, the fuel cell stack 8 can maintain high power generation efficiency.

[0045] As shown in Figure 4, in this embodiment, the radiator fans 31 and 32 (first fan 31 and second fan 32) are arranged between the radiator devices 21 and 22 and the fuel cell stack 8. Specifically, the first fan 31 is located on the rear side of the first radiator device 21 and rotates to circulate heat exchange air to the first radiator device 21 from rear to front. The second fan 32 is located on the front side of the second radiator device 22 and rotates to circulate heat exchange air to the second radiator device 22 from front to rear.

[0046] Inside the bonnet 11, there is a first airflow passage (first flow path) 41 that allows air circulated to the first radiator device 21 by the first fan 31 to pass through the fuel cell stack 8 and be led out to the outside of the bonnet 11, and a second airflow passage (second flow path) 42 that allows air circulated to the second radiator device 22 by the second fan 32 to pass through the fuel cell stack 8 and be led out to the outside of the bonnet 11.

[0047] In this embodiment, the first airflow passage 41 includes an upper first flow path 41A extending from the top of the bonnet 11 toward the front, and a lower first flow path 41B extending from the bottom of the bonnet 11 toward the front. The second airflow passage 42 includes an upper second flow path 42A extending from the top of the bonnet 11 toward the rear, and a lower second flow path 42B extending from the bottom of the bonnet 11 toward the rear.

[0048] The upper first passage 41A includes a first cold air passage 51 that guides cold air from outside the bonnet 11 through the fuel cell stack 8 to the first radiator device 21, and a first warm air passage 52 that guides warm air, after heat exchange by the first radiator device 21, to the outside of the bonnet 11. The lower first passage 41B includes a first cold air passage 53 that guides cold air from outside the bonnet 11 through the fuel cell stack 8 to the first radiator device 21, and a first warm air passage 54 that guides warm air, after heat exchange by the first radiator device 21, to the outside of the bonnet 11. In this embodiment, the first warm air passage 52 of the upper first passage 41A and the first warm air passage 54 of the lower first passage 41B merge in the space defined between the first radiator device 21 and the front plate portion 11a of the bonnet 11. In other words, the first warm air passages 52 and 54 are formed by a common passage.

[0049] The upper second passage 42A includes a second cold air passage 55 that guides cold air from outside the bonnet 11 through the fuel cell stack 8 to the second radiator device 22, and a second warm air passage 56 that guides warm air, after heat exchange by the second radiator device 22, to the outside of the bonnet 11. The lower second passage 42B includes a second cold air passage 57 that guides cold air from outside the bonnet 11 through the fuel cell stack 8 to the second radiator device 22, and a second warm air passage 58 that guides warm air, after heat exchange by the second radiator device 22, to the outside of the bonnet 11. In this embodiment, the second warm air passage 56 of the upper second passage 42A and the second warm air passage 58 of the lower second passage 42B merge in the space defined between the second radiator device 22 and the front bulkhead 3a of the cabin 3. That is, the second warm air passages 56 and 58 are formed by a common passage.

[0050] The bonnet 11 includes an upper first air intake hole (first air intake hole) 61 for introducing the cold air into the first cold air passage 51 of the upper first passage 41A, a lower first air intake hole (first air intake hole) 62 for introducing the cold air into the first cold air passage 53 of the lower first passage 41B, an upper second air intake hole (second air intake hole) 63 for introducing the cold air into the second cold air passage 55 of the upper second passage 42A, a lower second air intake hole (second air intake hole) 64 for introducing the cold air into the second cold air passage 57 of the lower second passage 42B, a first exhaust hole 65 for discharging the warm air from the first warm air passages 52, 54 of the upper first passage 41A and the lower first passage 41B, respectively, and a second exhaust hole 66 for discharging the warm air from the second warm air passages 56, 58 of the upper second passage 42A and the lower second passage 42B, respectively.

[0051] The upper first air intake vent 61 and the upper second air intake vent 63 are both located in the middle of the upper plate portion 11b of the bonnet 11 in the front-rear direction. The lower first air intake vent 62 and the lower second air intake vent 64 are both located in the middle of the lower plate portion 11c of the bonnet 11 in the front-rear direction. The first exhaust vent 65 is located in the front plate portion 11a of the bonnet 11. The second exhaust vent 66 is located at the rear of the lower plate portion 11c of the bonnet 11, that is, at the front lower part of the cabin 3.

[0052] As a result, when the first fan 31 is driven, cold air from outside the vehicle body is introduced from the upper first air intake port 61 and the lower first air intake port 62 of the bonnet 11 into the first cold air passage 51 of the upper first passage 41A and the first cold air passage 53 of the lower first passage 41B, respectively. Furthermore, the cold air introduced into the first cold air passage 51 of the upper first passage 41A and the first cold air passage 53 of the lower first passage 41B is guided through the front surface of the fuel cell stack 8 to the first radiator device 21, where heat exchange with the coolant takes place. The warm air after heat exchange in the first radiator device 21 is then guided through the first warm air passages 52 and 54 of the upper first passage 41A and the lower first passage 41B, respectively, to the first exhaust port 65 and discharged to the outside of the vehicle body.

[0053] On the other hand, when the second fan 32 is driven, cold air from outside the vehicle body is introduced from the upper second air intake port 63 and the lower second air intake port 64 of the bonnet 11 into the second cold air passage 55 of the upper second passage 42A and the second cold air passage 57 of the lower second passage 42B, respectively. Furthermore, the cold air introduced into the second cold air passages 55 and 57 is guided through the rear surface of the fuel cell stack 8 to the second radiator device 22, where heat exchange with the coolant takes place. The warm air after heat exchange in the second radiator device 22 is then guided through the second warm air passages 56 and 58 of the upper second passage 42A and the lower second passage 42B, respectively, to the second exhaust port 66 and discharged to the outside of the vehicle body.

[0054] <Second Embodiment> In the first embodiment described above, the work vehicle 1 is provided with first air intake holes 61, 62 and second air intake holes 63, 64 on the upper and lower parts of the bonnet 11 for introducing outside air into the first air passage 41 and the second air passage 42. However, the work vehicle 1 may also be provided with first air intake holes 81, 82 and second air intake holes 83, 84 on the left and right sides of the bonnet 11, instead of on the upper and lower parts of the bonnet 11, or in addition to the upper and lower parts of the bonnet 11, for introducing outside air into the first air passage 41 and the second air passage 42.

[0055] More specifically, as shown in Figure 5, in this embodiment, the first airflow passage 41 includes a left first airflow passage 41C extending from the left side of the bonnet 11 toward the front, and a right first airflow passage 41D extending from the right side of the bonnet 11 toward the front. The second airflow passage 42 includes a left second airflow passage 42C extending from the left side of the bonnet 11 toward the rear, and a right second airflow passage 42D extending from the right side of the bonnet 11 toward the rear.

[0056] The left first passage 41C includes a first cold air passage 71 that guides cold air from outside the bonnet 11 through the fuel cell stack 8 to the first radiator device 21, and a first warm air passage 72 that guides warm air, after heat exchange by the first radiator device 21, to the outside of the bonnet 11. The right first passage 41D includes a first cold air passage 73 that guides cold air from outside the bonnet 11 through the fuel cell stack 8 to the first radiator device 21, and a first warm air passage 74 that guides warm air, after heat exchange by the first radiator device 21, to the outside of the bonnet 11. In this embodiment, the first warm air passage 72 of the left first passage 41C and the first warm air passage 74 of the right first passage 41D merge in the space defined between the first radiator device 21 and the front plate portion 11a of the bonnet 11. In other words, the first warm air passages 72 and 74 are formed by a common passage.

[0057] The left second passage 42C includes a second cold air passage 75 that guides cold air from outside the bonnet 11 through the fuel cell stack 8 to the second radiator device 22, and a second warm air passage 76 that guides warm air, after heat exchange by the second radiator device 22, to the outside of the bonnet 11. The right second passage 42D includes a second cold air passage 77 that guides cold air from outside the bonnet 11 through the fuel cell stack 8 to the second radiator device 22, and a second warm air passage 78 that guides warm air, after heat exchange by the second radiator device 22, to the outside of the bonnet 11. In this embodiment, the second warm air passage 76 of the left second passage 42C and the second warm air passage 78 of the right second passage 42D merge in the space defined between the second radiator device 22 and the front bulkhead 3a of the cabin 3. In other words, the second warm air passages 76 and 78 are formed by a common passage.

[0058] The bonnet 11 includes a left first air intake hole (first air intake hole) 81 for introducing the cold air into the first cold air passage 71 of the left first passage 41C, a right first air intake hole (first air intake hole) 82 for introducing the cold air into the first cold air passage 73 of the right first passage 41D, a left second air intake hole (second air intake hole) 83 for introducing the cold air into the second cold air passage 75 of the left second passage 42C, and a right second air intake hole (second air intake hole) 84 for introducing the cold air into the second cold air passage 77 of the right second passage 42D. The first exhaust hole 65 provided in the front plate portion 11a of the bonnet 11 is in communication with the first warm air passages 72 and 74 of the left first passage 41C and the right first passage 41D, respectively. On the other hand, the second exhaust port 66 provided in the lower plate portion 11c of the bonnet 11 is in communication with the second warm air passages 76 and 78 of the left second passage 42C and the right second passage 42D, respectively.

[0059] The left first air intake hole 81 and the left second air intake hole 83 are both located in the middle of the left plate portion 11d of the bonnet 11 in the front-rear direction. The right first air intake hole 82 and the right second air intake hole 84 are both located in the middle of the right plate portion 11e of the bonnet 11 in the front-rear direction.

[0060] As a result, when the first fan 31 is driven, cold air from outside the vehicle body is introduced from the left first air intake port 81 and the right first air intake port 82 of the bonnet 11 into the first cold air passage 71 of the left first passage 41C and the first cold air passage 73 of the right first passage 41D, respectively. Furthermore, the cold air introduced into the first cold air passage 71 of the left first passage 41C and the first cold air passage 73 of the right first passage 41D is guided through the front surface of the fuel cell stack 8 to the first radiator device 21, where heat exchange with the coolant takes place. The warm air after heat exchange in the first radiator device 21 is then guided through the first warm air passages 72 and 74 of the left first passage 41C and the right first passage 41D, respectively, to the first exhaust port 65 and discharged to the outside of the vehicle body.

[0061] On the other hand, when the second fan 32 is driven, cold air from outside the vehicle body is introduced from the left second air intake port 83 and the right second air intake port 84 of the bonnet 11 into the second cold air passage 75 of the left second passage 42C and the second cold air passage 77 of the right second passage 42D, respectively. Furthermore, the cold air introduced into the second cold air passages 75 and 77 is guided through the rear surface of the fuel cell stack 8 to the second radiator device 22, where heat exchange with the coolant takes place. The warm air after heat exchange in the second radiator device 22 is then guided through the second warm air passages 76 and 78 of the left second passage 42C and the right second passage 42D, respectively, to the second exhaust port 66 and discharged to the outside of the vehicle body.

[0062] <Third Embodiment> In the first embodiment described above, the radiator fans 31 and 32 were configured to circulate air from the side opposite the fuel cell stack 8 to the fuel cell stack 8 side of the radiator devices 21 and 22. However, the radiator fans 31 and 32 may also be configured to circulate air from the fuel cell stack 8 side to the side opposite the fuel cell stack 8 of the radiator devices 21 and 22.

[0063] More specifically, as shown in Figures 6 and 7, the radiator fans 31 and 32 (first fan 31 and second fan 32) are located on the side of the radiator devices 21 and 22 opposite to the fuel cell stack 8. That is, the first fan 31 is located on the front of the first radiator device 21 and rotates to circulate heat exchange air in the first radiator device 21 from front to back. The second fan 32 is located on the rear of the second radiator device 22 and rotates to circulate heat exchange air in the second radiator device 22 from back to front.

[0064] In the work vehicle 1 shown in Figure 6, the first airflow passage 41 includes an upper first airflow passage 41A extending from the top of the bonnet 11 toward the front, and a lower first airflow passage 41B extending from the bottom of the bonnet 11 toward the front. The second airflow passage 42 includes an upper second airflow passage 42A extending from the top of the bonnet 11 toward the rear, and a lower second airflow passage 42B extending from the bottom of the bonnet 11 toward the rear.

[0065] The upper first flow path 41A includes a first warm air flow path 91 that guides warm air, after heat exchange by the first radiator device 21, through the fuel cell stack 8 to the outside of the bonnet 11, and a first cold air flow path 92 that guides cold air from outside the bonnet 11 to the first radiator device 21 before it passes through the fuel cell stack 8. The lower first flow path 41B includes a first warm air flow path 93 that guides warm air, after heat exchange by the first radiator device 21, through the fuel cell stack 8 to the outside of the bonnet 11, and a first cold air flow path 94 that guides cold air from outside the bonnet 11 to the first radiator device 21 before it passes through the fuel cell stack 8. In this embodiment, the first cold air flow path 92 of the upper first flow path 41A and the first cold air flow path 94 of the lower first flow path 41B merge in the space defined between the first radiator device 21 and the front plate portion 11a of the bonnet 11. In other words, the first cold air passages 92 and 94 are formed by a common passage.

[0066] The upper second passage 42A includes a second warm air passage 95 that guides warm air, after heat exchange by the second radiator device 22, through the fuel cell stack 8 to the outside of the bonnet 11, and a second cold air passage 96 that guides cold air from outside the bonnet 11 to the second radiator device 22 before it passes through the fuel cell stack 8. The lower second passage 42B includes a second warm air passage 97 that guides warm air, after heat exchange by the second radiator device 22, through the fuel cell stack 8 to the outside of the bonnet 11, and a second cold air passage 98 that guides cold air from outside the bonnet 11 to the second radiator device 22 before it passes through the fuel cell stack 8. In this embodiment, the second cold air passage 96 of the upper second passage 42A and the second cold air passage 98 of the lower second passage 42B merge in the space defined between the second radiator device 22 and the front bulkhead 3a of the cabin 3. In other words, the second cold air passages 96 and 98 are formed by a common passage.

[0067] The bonnet 11 includes a first air intake port 101 for introducing the cold air into the first cold air passages 92, 94 of the upper first passage 41A and the lower first passage 41B, respectively; a second air intake port 102 for introducing the cold air into the second cold air passages 96, 98 of the upper second passage 42A and the lower second passage 42B, respectively; an upper first exhaust port (first exhaust port) 103 for discharging the warm air from the first warm air passage 91 of the upper first passage 41A; a lower first exhaust port (first exhaust port) 104 for discharging the warm air from the first warm air passage 93 of the lower first passage 41B; an upper second exhaust port (second exhaust port) 105 for discharging the warm air from the second warm air passage 95 of the upper second passage 42A; and a lower second exhaust port (second exhaust port) 106 for discharging the warm air from the second warm air passage 97 of the lower second passage 42B.

[0068] The first air intake vent 101 is located in the front plate portion 11a of the bonnet 11. The second air intake vent 102 is located at the rear of the lower plate portion 11c of the bonnet 11, i.e., at the front lower part of the cabin 3. The upper first exhaust vent 103 and the upper second exhaust vent 105 are both located in the middle of the upper plate portion 11b of the bonnet 11 in the front-rear direction. The lower first exhaust vent 104 and the lower second exhaust vent 106 are both located in the middle of the lower plate portion 11c of the bonnet 11 in the front-rear direction.

[0069] As a result, when the first fan 31 is driven, cold air from outside the vehicle body is guided from the first air intake hole 101 of the bonnet 11 through the first cold air passage 92 of the upper first passage 41A and the first cold air passage 94 of the lower first passage 41B to the first radiator device 21, where heat exchange with the coolant takes place. Furthermore, the warm air after heat exchange in the first radiator device 21 is guided through the front surface of the fuel cell stack 8 through the first warm air passage 91 of the upper first passage 41A and the first warm air passage 93 of the lower first passage 41B, and is discharged to the outside of the vehicle body through the upper first exhaust hole 103 and the lower first exhaust hole 104.

[0070] On the other hand, when the second fan 32 is driven, cold air from outside the vehicle body is guided from the second air intake hole 102 of the bonnet 11 through the second cold air passage 96 of the upper second passage 42A and the second cold air passage 98 of the lower second passage 42B to the second radiator device 22, where heat exchange with the coolant takes place. Furthermore, the warm air after heat exchange in the second radiator device 22 is guided through the rear surface of the fuel cell stack 8 through the second warm air passage 95 of the upper second passage 42A and the second warm air passage 97 of the lower second passage 42B, and is discharged to the outside of the vehicle body through the upper second exhaust hole 105 and the lower second exhaust hole 106.

[0071] <Fourth Embodiment> In the work vehicle 1 shown in Figure 7, the first airflow passage 41 includes a left first airflow passage 41C extending from the left side of the bonnet 11 toward the front, and a right first airflow passage 41D extending from the right side of the bonnet 11 toward the front. The second airflow passage 42 includes a left second airflow passage 42C extending from the left side of the bonnet 11 toward the rear, and a right second airflow passage 42D extending from the right side of the bonnet 11 toward the rear.

[0072] The left first passage 41C includes a first warm air passage 111 that guides warm air, after heat exchange by the first radiator device 21, through the fuel cell stack 8 to the outside of the bonnet 11, and a first cold air passage 112 that guides cold air from outside the bonnet 11 to the first radiator device 21 before it passes through the fuel cell stack 8. The right first passage 41D includes a first warm air passage 113 that guides warm air, after heat exchange by the first radiator device 21, through the fuel cell stack 8 to the outside of the bonnet 11, and a first cold air passage 114 that guides cold air from outside the bonnet 11 to the first radiator device 21 before it passes through the fuel cell stack 8. In this embodiment, the first cold air passage 112 of the left first passage 41C and the first cold air passage 114 of the right first passage 41D merge in the space defined between the first radiator device 21 and the front plate portion 11a of the bonnet 11. That is, the first cold air passages 112 and 114 are formed by a common passage.

[0073] The left second passage 42C includes a second warm air passage 115 that guides warm air, after heat exchange by the second radiator device 22, through the fuel cell stack 8 to the outside of the bonnet 11, and a second cold air passage 116 that guides cold air from outside the bonnet 11 to the second radiator device 22 before it passes through the fuel cell stack 8. The right second passage 42D includes a second warm air passage 117 that guides warm air, after heat exchange by the second radiator device 22, through the fuel cell stack 8 to the outside of the bonnet 11, and a second cold air passage 118 that guides cold air from outside the bonnet 11 to the second radiator device 22 before it passes through the fuel cell stack 8. In this embodiment, the second cold air passage 116 of the left second passage 42C and the second cold air passage 118 of the right second passage 42D merge in the space defined between the second radiator device 22 and the front bulkhead 3a of the cabin 3. That is, the second cold air passages 116 and 118 are formed by a common passage.

[0074] The bonnet 11 includes a left first exhaust port (first exhaust port) 121 that discharges warm air from the first warm air passage 111 of the left first passage 41C, a right first exhaust port (first exhaust port) 122 that discharges warm air from the first warm air passage 113 of the right first passage 41D, a left second exhaust port (second exhaust port) 123 that discharges warm air from the second warm air passage 115 of the left second passage 42C, and a right second exhaust port (second exhaust port) 124 that discharges warm air from the second warm air passage 117 of the right second passage 42D. The first air intake port 101 provided in the front plate portion 11a of the bonnet 11 is in communication with the first cold air passages 112 and 114 of the left first passage 41C and the right first passage 41D, respectively. On the other hand, the second air intake hole 102 provided in the lower plate portion 11c of the bonnet 11 is in communication with the second cold air passages 116 and 118 of the left second passage 42C and the right second passage 42D, respectively.

[0075] The left first exhaust port 121 and the left second exhaust port 123 are both located in the middle of the left plate portion 11d of the bonnet 11 in the front-rear direction. The right first exhaust port 122 and the right second exhaust port 124 are both located in the middle of the right plate portion 11e of the bonnet 11 in the front-rear direction.

[0076] As a result, when the first fan 31 is driven, cold air from outside the vehicle body is guided from the first air intake hole 101 of the bonnet 11 through the first cold air passage 112 of the left first passage 41C and the first cold air passage 114 of the right first passage 41D to the first radiator device 21, where heat exchange with the coolant takes place. Furthermore, the warm air after heat exchange in the first radiator device 21 is guided through the front surface of the fuel cell stack 8 through the first warm air passage 111 of the left first passage 41C and the first warm air passage 113 of the right first passage 41D, and discharged to the outside of the vehicle body through the left first exhaust hole 121 and the right first exhaust hole 122.

[0077] On the other hand, when the second fan 32 is driven, the cold air from outside the vehicle body is guided from the second air intake hole 102 of the bonnet 11 through the second cold air passage 116 of the left second passage 42C and the second cold air passage 118 of the right second passage 42D to the second radiator device 22, where heat exchange with the coolant takes place. Furthermore, the warm air after heat exchange in the second radiator device 22 is guided through the rear surface of the fuel cell stack 8 through the second warm air passage 115 of the left second passage 42C and the second warm air passage 117 of the right second passage 42D, and is discharged to the outside of the vehicle body through the left second exhaust hole 123 and the right second exhaust hole 124.

[0078] <Effects> As described above, the work vehicle 1 of the first embodiment comprises a vehicle body 2, a running gear 4 that supports the vehicle body 2 so that it can move, a drive motor 7 that drives the running gear 4, a fuel cell 8 that supplies power to the drive motor 7, a first radiator device 21 that cools the refrigerant circulating in the cooling channel H1 of the electrical components including the drive motor 7 by heat exchange with the outside air, a second radiator device 22 that cools the refrigerant circulating in the cooling channel H2 of the fuel cell 8 by heat exchange with the outside air, a housing 11 that covers the fuel cell 8, the first radiator device 21, and the second radiator device 22, a first channel 41 that passes the heat exchange air of the first radiator device 21 introduced into the housing 11 through the fuel cell 8 and leads it out to the outside of the housing 11, and a second channel 42 that passes the heat exchange air of the second radiator device 22 introduced into the housing 11 through the fuel cell 8 and leads it out to the outside of the housing 11.

[0079] This configuration avoids interference between the heat exchange air circulating through the first radiator unit 21 and the heat exchange air circulating through the second radiator unit 22, allowing for efficient heat exchange with the coolant in both the first and second radiator units 21 and 22. This enables appropriate adjustment of the internal temperature of the fuel cell 8, thereby significantly improving the stability of power generation efficiency.

[0080] Furthermore, the first flow path 41 has first cold air flow paths 51 and 53 that pass cold air from outside the housing 11 through the fuel cell 8 and guide it to the first radiator device 21, and the second flow path 42 has second cold air flow paths 55 and 57 that pass cold air from outside the housing 11 through the fuel cell 8 and guide it to the second radiator device 22.

[0081] With this configuration, the cold air from outside the housing 11 can be guided to the first radiator unit 21 and the second radiator unit 22 via independent routes, allowing for more efficient heat exchange with the coolant in both the first and second radiator units 21 and 22. This enables more appropriate control of the internal temperature of the fuel cell 8, thereby further improving the stability of power generation efficiency.

[0082] Furthermore, the first flow path 41 has first warm air flow paths 52 and 54 that guide warm air, after heat exchange by the first radiator device 21, to the outside of the housing 11, and the second flow path 42 has second warm air flow paths 56 and 58 that guide warm air, after heat exchange by the second radiator device 22, to the outside of the housing 11.

[0083] With this configuration, the warm air after heat exchange by the first radiator 21 and the warm air after heat exchange by the second radiator 22 can be discharged to the outside via independent routes. As a result, heat exchange with the coolant is performed more efficiently in both the first radiator 21 and the second radiator 22. This allows for more appropriate control of the internal temperature of the fuel cell 8. Therefore, the stability of power generation efficiency is further improved.

[0084] Furthermore, the housing 11 has first air intake holes 61, 62 for introducing cold air into first cold air passages 51, 53, second air intake holes 63, 64 for introducing cold air into second cold air passages 55, 57, a first exhaust hole 65 for discharging warm air from first warm air passages 52, 54, and a second exhaust hole 66 for discharging warm air from second warm air passages 56, 58. The first air intake holes 61, 62 and the second air intake holes 63, 64 are located in the middle of the housing 11 in the front-to-rear direction, the first exhaust hole 65 is located in the front of the housing 11, and the second exhaust hole 66 is located in the rear of the housing 11.

[0085] With this configuration, cold air from outside the housing 11 is introduced into the housing 11 from a central position between the front and rear of the housing 11, and then diverted and discharged in the front-to-rear direction of the housing 11. This makes it possible to more reliably avoid interference between the heat exchange air circulating to the first radiator device 21 and the heat exchange air circulating to the second radiator device 22. As a result, the stability of power generation efficiency in the fuel cell 8 is further improved.

[0086] Furthermore, the vehicle body 2 is equipped with a cabin 3, and the second exhaust port 66 is located at the front lower part of the cabin 3. With this configuration, the warm air that has undergone heat exchange by the second radiator device 22 can be discharged downwards from the cabin 3, thereby more reliably avoiding interference between the warm air and the heat exchange air circulating to the first radiator device 21. This further improves the stability of the power generation efficiency in the fuel cell 8.

[0087] Furthermore, as in the work vehicle 1 of the third embodiment described above, the first flow path 41 may have first warm air flow paths 91, 93 that pass warm air after heat exchange by the first radiator device 21 through the fuel cell 8 to the outside of the housing 11, and the second flow path 42 may have second warm air flow paths 95, 97 that pass warm air after heat exchange by the second radiator device 22 through the fuel cell 8 to the outside of the housing 11.

[0088] This configuration prevents the warm air from interfering with each other after heat exchange by the first radiator 21 and the second radiator 22, allowing for more efficient heat exchange with the coolant in both the first and second radiator 21 and the second radiator 22. This enables more appropriate control of the internal temperature of the fuel cell 8, thereby further improving the stability of power generation efficiency.

[0089] Furthermore, as in the work vehicle 1 of the third embodiment described above, the first flow path 41 may have first cold air flow paths 92, 94 that guide cold air from outside the housing 11 to the first radiator device 21 before it passes through the fuel cell 8, and the second flow path 42 may have second cold air flow paths 96, 98 that guide cold air from outside the housing 11 to the second radiator device 22 before it passes through the fuel cell 8.

[0090] With this configuration, the cold air from outside the housing 11 can be guided to the first radiator unit 21 and the second radiator unit 22 via independent routes, allowing for more efficient heat exchange with the coolant in both the first and second radiator units 21 and 22. This enables more appropriate control of the internal temperature of the fuel cell 8, thereby further improving the stability of power generation efficiency.

[0091] Furthermore, as in the work vehicle 1 of the third embodiment described above, the housing 11 has a first air intake port 101 for introducing cold air into the first cold air passages 92, 94, a second air intake port 102 for introducing cold air into the second cold air passages 96, 98, first exhaust ports 103, 104 for discharging warm air from the first warm air passages 91, 93, and second exhaust ports 105, 106 for discharging warm air from the second warm air passages 95, 97. The first air intake port 101 is provided at the front of the housing 11, the second air intake port 102 is provided at the rear of the housing 11, and the first exhaust ports 103, 104 and the second exhaust ports 105, 106 may be provided in the middle of the housing 11 in the front-rear direction.

[0092] With this configuration, cold air from outside the housing 11 can be introduced into the housing 11 from a position separated in the front-to-back direction and guided to the first radiator unit 21 and the second radiator unit 22, respectively. This makes it possible to more reliably avoid interference between the heat exchange air circulating in the first radiator unit 21 and the heat exchange air circulating in the second radiator unit 22. As a result, the stability of power generation efficiency in the fuel cell 8 is further improved.

[0093] Furthermore, the vehicle body 2 is equipped with a cabin 3, and the second air intake port 102 is located at the front lower part of the cabin 3. With this configuration, the heat exchange air to be circulated to the second radiator device 22 can be introduced from the front lower part of the cabin 3, thereby more reliably avoiding interference between the air and the warm air discharged from the first radiator device 21. This further improves the stability of the power generation efficiency in the fuel cell 8.

[0094] Furthermore, the first radiator unit 21 is positioned in front of the fuel cell 8 inside the housing 11, and the second radiator unit 22 is positioned in rear of the fuel cell 8 inside the housing 11. With this configuration, since the first radiator unit 21 and the second radiator unit 22 are positioned separately in front of and behind the fuel cell 8, interference between the heat exchange air circulating to the first radiator unit 21 and the heat exchange air circulating to the second radiator unit 22 can be more reliably avoided. As a result, the stability of the power generation efficiency in the fuel cell 8 is further improved.

[0095] Although the present invention has been described above, the embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than by the foregoing description, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0096] 1. Work vehicles 2 car bodies 3 Cabins 4. Traveling device 5 Hydrogen tanks 6. Drive unit 7. Drive motor 8. Fuel cell stack (fuel cell) 9 Battery Unit 11. Hood (housing) 21. First radiator unit (radiator unit) 22. Second radiator unit (radiator unit) 31. First fan (radiator fan) 32. Second fan (radiator fan) 41. First airflow passage (first flow path) 42 Second airflow passage (second flow path) 51,53 1st cold air flow path 52,54 1st warm air flow path 55,57 2nd cold air flow path 56,58 2nd warm air flow path H1 First cooling channel (cooling channel) H2 Second cooling channel (cooling channel)

Claims

1. The car body and, A traveling device that supports the aforementioned vehicle body so that it can move, A drive motor that drives the aforementioned traveling device, A fuel cell that supplies power to the aforementioned drive motor, A first radiator device that cools the refrigerant circulated in the cooling channel of the electrical components, including the drive motor, by heat exchange with the outside air, A second radiator device that cools the refrigerant circulated in the cooling channel of the fuel cell by heat exchange with the outside air, A housing covering the fuel cell, the first radiator device, and the second radiator device, A first flow path is provided for passing the heat exchange air of the first radiator device, which is introduced into the housing, through the fuel cell and out to the outside of the housing, The housing includes a second flow path that passes the heat exchange air from the second radiator device, which is introduced into the housing, through the fuel cell and leads it out to the outside of the housing. The first radiator device is arranged side-by-side with the fuel cell in front of the housing, The second radiator device is a work vehicle positioned behind the fuel cell inside the housing.

2. The first flow path has a first cold air flow path that passes cold air from outside the housing through the fuel cell and guides it to the first radiator device. The work vehicle according to claim 1, wherein the second flow path has a second cold air flow path that passes cold air from outside the housing through the fuel cell and guides it to the second radiator device.

3. The first flow path has a first warm air flow path that guides the warm air, after heat exchange by the first radiator device, to the outside of the housing. The work vehicle according to claim 2, wherein the second flow path has a second warm air flow path that guides the warm air, after heat exchange by the second radiator device, to the outside of the housing.

4. A vehicle body and A traveling device that supports the aforementioned vehicle body so that it can move, A drive motor that drives the aforementioned traveling device, A fuel cell that supplies power to the aforementioned drive motor, A first radiator device that cools the refrigerant circulated in the cooling channel of the electrical components, including the drive motor, by heat exchange with the outside air, A second radiator device that cools the refrigerant circulated in the cooling channel of the fuel cell by heat exchange with the outside air, A housing covering the fuel cell, the first radiator device, and the second radiator device, A first flow path is provided for passing the heat exchange air of the first radiator device, which is introduced into the housing, through the fuel cell and out to the outside of the housing, The housing includes a second flow path that passes the heat exchange air from the second radiator device, which is introduced into the housing, through the fuel cell and leads it out to the outside of the housing. The first flow path includes a first cold air flow path that passes cold air from outside the housing through the fuel cell to the first radiator device, and a first warm air flow path that guides warm air, after heat exchange by the first radiator device, to the outside of the housing. The second flow path includes a second cold air flow path that passes cold air from outside the housing through the fuel cell to the second radiator device, and a second warm air flow path that guides warm air, after heat exchange by the second radiator device, to the outside of the housing. The aforementioned housing is A first air supply port for introducing the cold air into the first cold air passage, The second cold air passage includes a second air supply port for introducing the cold air, A first exhaust port for discharging the warm air from the first warm air passage, It has a second exhaust port for discharging the warm air from the second warm air passage, The first air intake hole and the second air intake hole are provided in the intermediate part of the housing in the front-rear direction, The first exhaust port is provided at the front of the housing, The second exhaust port is located at the rear of the housing of the work vehicle.

5. The vehicle body is equipped with a cabin, The work vehicle according to claim 4, wherein the second air intake is provided in the lower front part of the cabin.

6. The first flow path has a first warm air flow path that guides the warm air, after heat exchange by the first radiator device, through the fuel cell to the outside of the housing. The work vehicle according to claim 1, wherein the second flow path has a second warm air flow path that guides the warm air, after heat exchange by the second radiator device, through the fuel cell to the outside of the housing.

7. The first flow path has a first cold air flow path that guides cold air from outside the housing to the first radiator device before passing it through the fuel cell. The work vehicle according to claim 6, wherein the second flow path has a second cold air flow path that guides cold air from outside the housing to the second radiator device before passing it to the fuel cell.

8. A vehicle body and, A traveling device that supports the aforementioned vehicle body so that it can move, A drive motor that drives the aforementioned traveling device, A fuel cell that supplies power to the aforementioned drive motor, The refrigerant circulated in the cooling channel of the electrical components, including the aforementioned drive motor, is subjected to heat exchange with the outside air. A first radiator device for cooling, A second radiator device that cools the refrigerant circulated in the cooling channel of the fuel cell by heat exchange with the outside air, A housing covering the fuel cell, the first radiator device, and the second radiator device, A first flow path is provided for passing the heat exchange air of the first radiator device, which is introduced into the housing, through the fuel cell and out to the outside of the housing, The housing includes a second flow path that passes the heat exchange air from the second radiator device, which is introduced into the housing, through the fuel cell and leads it out to the outside of the housing. The first flow path includes a first cold air flow path that guides cold air from outside the housing to the first radiator device before passing it through the fuel cell, and a first warm air flow path that guides warm air, after heat exchange by the first radiator device, through the fuel cell to the outside of the housing. The second flow path includes a second cold air flow path that guides cold air from outside the housing to the second radiator device before passing it through the fuel cell, and a second warm air flow path that guides warm air, after heat exchange by the second radiator device, through the fuel cell to the outside of the housing. The aforementioned housing is A first air supply port for introducing the cold air into the first cold air passage, The second cold air passage includes a second air supply port for introducing the cold air, A first exhaust port for discharging the warm air from the first warm air passage, It has a second exhaust port for discharging the warm air from the second warm air passage, The first air intake hole is provided at the front of the housing, The second air intake port is provided at the rear of the housing, The first exhaust port and the second exhaust port are located in the middle of the housing in the front-to-rear direction of the work vehicle.

9. The vehicle body is equipped with a cabin, The work vehicle according to claim 8, wherein the second air intake is provided in the lower front part of the cabin.

10. The first radiator device is arranged side-by-side with the fuel cell in front of the housing, The work vehicle according to any one of claims 4, 5, 8, or 9, wherein the second radiator device is arranged in parallel with the fuel cell at a rear position inside the housing.

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