Fuel cell vehicle

There is provided a fuel cell vehicle that allows minimally suppressing damage of a fuel cell stack and a high voltage component as important components when the vehicle collides from a front side. An ion exchanger as a first component includes a tubular portion and a cap portion. When the front side of the fuel cell vehicle collides, the tubular portion deforms due to an impact load from a radiator as a second component moving toward the ion exchanger to buffer an impact from the radiator. The cap portion restricts additional deformation of a damper portion when the impact load from the radiator becomes a predetermined magnitude or more. A stack frame and a chassis are joined and fixed via mounts such that the stack frame is detached from the chassis due to the impact load from the radiator when the deformation of the tubular portion is restricted by the cap portion.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims priority from Japanese patent application JP 2018-202791 filed on Oct. 29, 2018, the content of which is hereby incorporated by reference into this application.

BACKGROUND

Technical Field

The present disclosure relates to a fuel cell vehicle to which a fuel cell system is mounted.

Background Art

A conventional fuel cell vehicle includes a fuel cell stack and a high voltage component such as a power control unit (PCU) arranged in a front compartment on the front side of the vehicle. The fuel cell stack is fixed to a stack frame, and the high voltage component is arranged on an upper portion of the fuel cell stack (for example, see JP 2017-190090 A).

SUMMARY

However, for example, in the case of a collision from the front side of the fuel cell vehicle with the above-described structure, the fuel cell stack and the high voltage component could be squashed due to deformation of the vehicle, possibly resulting in damage. In the fuel cell vehicle, since the fuel cell stack and the high voltage component to which electric power is supplied from the fuel cell stack are components important to drive the vehicle, damage at a collision is desirably reduced as much as possible.

The present disclosure provides a fuel cell vehicle that allows minimally suppressing damage of a fuel cell stack and a high voltage component as important components when the vehicle collides from a front side.

In view of the above-described problem, a fuel cell vehicle according to the present disclosure includes a fuel cell stack, a high voltage component, a first component, and a second component housed in a front compartment on a front side of the vehicle. The high voltage component is disposed on an upper portion of the fuel cell stack from which electric power is supplied. The first component is mounted to the fuel cell stack. The second component is disposed with a space from the first component on a front side of the vehicle with respect to the first component. The fuel cell stack is placed on and fixed to a stack frame fixed inside the front compartment. The stack frame is joined and fixed to a chassis of the fuel cell vehicle via a mount. The first component includes a damper portion and a high rigidity portion. The damper portion deforms due to an impact load from the second component moving toward the first component to buffer the impact load from the second component when a front side of the fuel cell vehicle collides. The high rigidity portion restricts additional deformation of the damper portion when the impact load from the second component becomes equal to or more than a predetermined magnitude. The stack frame and the chassis are joined and fixed via the mount such that the stack frame is detached from the chassis due to the impact load from the second component when the high rigidity portion restricts the deformation of the damper portion.

With the fuel cell vehicle of the present disclosure configured as described above, when the vehicle collides from the front side, the impact load due to, for example, the collision deforms the vehicle body, and the second component inside the front compartment on the front side of the vehicle moves rearward due to the impact. With a small impact load (an amount of movement is small), the damper portion of the first component deforms to reduce the impact.

On the other hand, with the large impact load (the amount of movement is large), the stack frame where the fuel cell stack is placed and fixed is detached from the chassis. This allows avoiding the fuel cell stack and the high voltage component to receive all the impact loads from the second component together with the stack frame. Consequently, damage of the fuel cell stack and the high voltage component disposed on the upper portion of the fuel cell stack can be minimized.

Here, as described above, as long as the damper portion deforms when the impact load acts, a positional relationship between the damper portion and the mount is not specifically limited. However, in some embodiments, the damper portion and the mount are disposed such that the damper portion contacts the second component prior to the mount at the collision. With this aspect, the second component contacts the damper portion prior to the mount at the movement, thereby ensuring suppressing the mount from being damaged prior to damage of the damper portion. Accordingly, after the damper portion buffers the impact load, the stack frame can be detached from the chassis.

The fuel cell vehicle of the present disclosure can suppress breakage and the deformation of the fuel cell stack and the high voltage component when the vehicle collides from the front side.

DETAILED DESCRIPTION

The following describes one embodiment of a fuel cell vehicle according to the present disclosure in detail with reference to the drawings.FIG. 1is a schematic diagram illustrating a configuration of a main part of the fuel cell vehicle according to the embodiment.

First, the fuel cell vehicle according to the present disclosure will be described with reference toFIG. 1. InFIG. 1, a fuel cell vehicle1is a vehicle such as a passenger car, and has a front compartment R on its front side of the vehicle. The front compartment R houses a fuel cell stack10, a high voltage component11disposed on an upper portion of the fuel cell stack10, an ion exchanger47as an accessory attached to the fuel cell stack10, an auxiliary component such as a radiator43, and the like. The ion exchanger47and the radiator43constitute a cooling system40of a fuel cell system1A described later. Besides, components required for the fuel cell system1A, such as a compressor, a gas-liquid separator, and a hydrogen pump (not illustrated) are housed inside the front compartment R.

The high voltage component11is fixed to the upper portion of the fuel cell stack10, coupled to the fuel cell stack10with a high-voltage cable and a control cable, and supplied with electric power generated in the fuel cell stack10, and has a function to control the fuel cell stack10. The high voltage component11includes a power control unit (PCU) of the fuel cell vehicle. The fuel cell stack10and the high voltage component11constitute important components of the fuel cell system1A, and, as described later, locations of them and the like are considered so as not to cause damage, such as breakage and deformation, due to a collision or a similar accident.

The fuel cell stack10is placed on and fixed to a stack frame12fixed inside the front compartment R. The stack frame12is fixed to chassis13as structural members of a vehicle body via mounts14. In the embodiment, as illustrated inFIG. 5described later, the chassis13has a front horizontal portion13aon the front side, an inclined portion13binclined downward from the front horizontal portion toward the rear, and a rear horizontal portion13cextending from the inclined portion toward the rear. Additionally, the stack frame12is fixed such that its rear side is inclined downward with respect to the horizontal portions of the chassis13.

As illustrated inFIG. 4, the mounts14, which fix the stack frame12to the chassis13, are disposed at four positions on the front and the rear. A front mount14ais fixed to the front horizontal portion13aand supports the front portion of the stack frame12via a mount arm12b, which is fixed to the front portion of the stack frame12. A rear mount14bis fixed to the rear horizontal portion13cand supports the rear portion of the stack frame12. Since the stack frame12is supported at four points by the front and rear mounts14, the fixed state is stable.

The front mount14aand the rear mount14bare mounted and fixed to the chassis13with fastening members, such as bolts. The mount arm12bis fixed to the stack frame12with a fastening member, such as a bolt, the mount arm12band the front mount14aare also joined and fixed with a fastening member, such as a bolt. Although details will be described later, joining of the front mount14aand the rear mount14bwith the chassis13is structured to be detached by, for example, a magnitude of an impact load at a collision. The fuel cell vehicle1includes a dash panel15that separates the front compartment R from a cabin C.

Next, the system configuration of the fuel cell system1A used in the fuel cell vehicle1according to the embodiments will be described with reference toFIG. 2. The fuel cell system1A illustrated inFIG. 2includes, for example, a fuel cell (fuel cell stack)10, an oxidant gas supply system20, a fuel gas supply system30, and the cooling system40. The fuel cell (fuel cell stack)10includes a plurality of stacked cells for fuel cell as unit cells. The oxidant gas supply system20supplies the fuel cell stack10with an oxidant gas such as air. The fuel gas supply system30supplies the fuel cell stack10with a fuel gas such as hydrogen. The cooling system40cools the fuel cell stack10.

For example, the cell for fuel cell of the solid polymer fuel cell stack10includes a Membrane Electrode Assembly (MEA), which includes an ion permeable electrolyte membrane, an anode side catalyst layer (anode electrode), and a cathode side catalyst layer (cathode electrode). The electrolyte membrane is sandwiched between the anode side catalyst layer and the cathode side catalyst layer. The MEA has both sides on which Gas Diffusion Layers (GDL) are formed to supply the fuel gas or the oxidant gas and collect electricity generated through an electrochemical reaction. The Membrane Electrode Assembly having both sides on which the GDLs are disposed is referred to as a Membrane Electrode & Gas Diffusion Layer Assembly (MEGA), and the MEGA is sandwiched by a pair of separators. Here, the MEGA serves as a power generation unit of the fuel cell, and when the gas diffusion layer is not disposed, the MEA serves as the power generation unit of the fuel cell.

The oxidant gas supply system20includes, for example, an oxidant gas supply passage25and an oxidant gas discharge passage29. The oxidant gas supply passage25supplies (the cathode electrode of) the fuel cell stack10with the oxidant gas. The oxidant gas discharge passage29discharges an oxidant off-gas, in which the oxidant gas has been supplied to the fuel cell stack10and has been used for the electrochemical reaction in each of the cells for fuel cell, from the fuel cell stack10. Furthermore, a bypass passage26is disposed to flow the oxidant gas supplied via the oxidant gas supply passage25to the oxidant gas discharge passage29without via the fuel cell stack10. The passages of the oxidant gas supply system20can be each formed of a pipe such as a rubber hose and a metallic pipe.

The oxidant gas supply passage25includes, for example, an air cleaner21, a compressor22, and an intercooler23from an upstream side, and the oxidant gas discharge passage29includes, for example, a muffler28. (The air cleaner21of) the oxidant gas supply passage25includes, for example, an atmospheric pressure sensor and an air flow meter, which are not illustrated.

On the oxidant gas supply passage25, the air cleaner21removes dust in the oxidant gas (air and the like) taken from the atmosphere. The compressor22compresses the oxidant gas taken in via the air cleaner21and pressure-feeds the compressed oxidant gas to the intercooler23. The intercooler23cools the oxidant gas, which is pressure-fed from the compressor22and taken in through, for example, a heat exchange with a coolant to supply to (the cathode electrode of) the fuel cell stack10when the oxidant gas passes through. The oxidant gas supply passage25includes an inlet valve25V to shut off the flow of the oxidant gas between the intercooler23and the fuel cell stack10.

The bypass passage26has one end coupled to (the intercooler23or its downstream side of) the oxidant gas supply passage25, and the other end coupled to the oxidant gas discharge passage29. The oxidant gas that has been pressure-fed by the compressor22and has been cooled and discharged by the intercooler23flows through the bypass passage26toward the oxidant gas discharge passage29while bypassing the fuel cell stack10. This bypass passage26includes a bypass valve26V that shuts off the oxidant gas flowing toward the oxidant gas discharge passage29to adjust a flow rate of the oxidant gas flowing through the bypass passage26.

On the oxidant gas discharge passage29, the muffler28separates the oxidant off-gas (exhaust gas) flowing into the oxidant gas discharge passage29into, for example, a gas phase and a liquid phase to discharge outside. The oxidant gas discharge passage29includes a pressure regulating valve29V to regulate a back-pressure of the oxidant gas supplied to the fuel cell stack10. The above-described bypass passage26is coupled to a downstream side of the pressure regulating valve29V.

Meanwhile, the fuel gas supply system30includes, for example, a fuel gas supply source31such as a hydrogen tank, a fuel gas supply passage35, a circulation passage36, and a fuel gas discharge passage39. The fuel gas supply source31stores a high pressure fuel gas such as hydrogen. The fuel gas supply passage35supplies the fuel gas from the fuel gas supply source31to (the anode electrode of) each cell for fuel cell. The circulation passage36recirculates a part of the fuel off-gas (unconsumed fuel gas) discharged from the fuel cell stack10to the fuel gas supply passage35. The fuel gas discharge passage39is branched and coupled to the circulation passage36to discharge the fuel off-gas inside the circulation passage36to the outside (atmospheric release). The passages of the fuel gas supply system30can be each formed of a pipe such as a rubber hose and a metallic pipe.

The fuel gas supply passage35includes a shut-off valve35V, a regulator34, and an injector33. The shut-off valve35V opens and closes the fuel gas supply passage35to shut off the fuel gas flowing toward the fuel cell stack10. The regulator34regulates (decompresses) a pressure of the fuel gas flowing through the fuel gas supply passage35. The injector33supplies the fuel gas whose pressure has been regulated toward the fuel cell stack10. Opening the shut-off valve35V causes the high pressure fuel gas stored in the fuel gas supply source31to flow into the fuel gas supply passage35from the fuel gas supply source31, and the high pressure fuel gas is supplied to (the anode electrode of) each cell for fuel cell with the pressure regulated (decompressed) by the regulator34and the injector33.

The circulation passage36includes a gas-liquid separator37, a fuel gas pump (hydrogen pump in other words)38, and similar unit from an upstream side (fuel cell stack10side). The gas-liquid separator37performs gas-liquid separation to store generated water contained in the fuel gas (for example, hydrogen) flowing through the circulation passage36. The fuel gas discharge passage39branches from this gas-liquid separator37. The fuel gas pump38pressure-feeds a part of the fuel off-gas from which the liquid component has been separated through the gas-liquid separation by the gas-liquid separator37to circulate into the fuel gas supply passage35.

The fuel gas discharge passage39includes a purge valve39V that opens and closes the fuel gas discharge passage39to discharge the generated water separated by the gas-liquid separator37and a part of the fuel off-gas discharged from the fuel cell stack10. The fuel off-gas is discharged through the opening/closing adjustment by the purge valve39V of the fuel gas discharge passage39, mixed with the oxidant off-gas flowing through the oxidant gas discharge passage29, and released outside into the atmosphere via the muffler28.

The fuel cell system1A having the above-described configuration performs the electric generation through the electrochemical reaction between the oxidant gas such as air supplied to (the cathode electrode of) each cell for fuel cell by the oxidant gas supply system20and the fuel gas such as hydrogen supplied to (the anode electrode of) each cell for fuel cell by the fuel gas supply system30. A temperature rise in the fuel cell stack10caused by an electrochemical reaction during electric generation is controlled to be a predetermined temperature by the cooling system40.

The cooling system40, which cools each cell for fuel cell, includes a coolant passage41communicated with a cooling passage inside the fuel cell stack10, and a cooling pump42and a motor (pump motor)42a, which are disposed in the coolant passage41. The cooling system40includes the radiator43that cools a coolant discharged from the fuel cell stack10and a fan motor43bthat cools a heat dissipation unit43aof the radiator43. Furthermore, the cooling system40includes a bypass passage44that bypasses the radiator43, a three-way valve45that controls a distribution of cooling water of the radiator43and the bypass passage44, and the ion exchanger47disposed on a cooling pipe46, which is disposed parallel to the bypass passage44. By driving the motor42a, the cooling pump42circulates and supplies the coolant inside the coolant passage41to the fuel cell stack10. The ion exchanger47has a function to remove ions from the coolant cooling the fuel cell stack10.

Next, the following describes features and configurations of the fuel cell vehicle1according to the embodiment in detail with reference toFIG. 3toFIG. 5. The fuel cell vehicle1of the embodiment includes the fuel cell stack10, the high voltage component11disposed on the upper portion of the fuel cell stack10from which electric power is supplied inside the front compartment R on the front side of the vehicle. The fuel cell vehicle1further includes the ion exchanger47mounted to the fuel cell stack10and the radiator43disposed on the vehicle front side with respect to the ion exchanger47with a space from the ion exchanger47inside the front compartment R.

Note that the ion exchanger47is equivalent to a “first component” of the present disclosure and the radiator43is equivalent to a “second component” of the present disclosure. Although not illustrated, the compressor22and the fuel gas pump38illustrated inFIG. 2are mounted to the lower portion of the stack frame12via a compressor bracket or the like on the vehicle front side.

More specifically, the fuel cell stack10is mounted to the upper portion of the stack frame12and fixed with a fastening member such as a bolt. The high voltage component11is disposed on the upper portion of the fuel cell stack10and fixed with a bolt or the like. The fuel cell stack10and the high voltage component11are coupled with a high-voltage cable, a control cable, or a similar cable. The ion exchanger47(first component) constituting the cooling system40is fixed to a surface of the fuel cell stack10on the vehicle front side with a fastening member such as a bolt and fixed projecting forward from the fuel cell stack10. The ion exchanger47is installed parallel to the coolant passage41of the cooling system40and installed between the high voltage component11and the heat dissipation unit43aof the radiator43.

The ion exchanger47is a member molded with resin or a similar material and includes a cap portion47aon the upper portion and a tubular portion47bwith a bottom on the lower portion. The cap portion47ais fixed to the tubular portion47bvia a fastening member such as a bolt so as to cover an opening of the tubular portion47b. The tubular portion47band the cap portion47ahave spaces inside of which a coolant for cooling circulates. The tubular portion47bis fixed to a stack case of the fuel cell stack10with a mounting portion47cwith a joining bolt or the like.

The tubular portion47bis a damper portion that deforms due to the impact load from the radiator43moving toward the tubular portion47bat the collision on the front side of the fuel cell vehicle1described later to buffer the impact load from the radiator43.

Meanwhile, the cap portion47ais a high rigidity portion (deformation restricting portion) that restricts (regulates) additional deformation of the tubular portion47bwhen the impact load from the radiator43becomes a predetermined magnitude or more at the collision on the front side of the fuel cell vehicle1. Specifically, the cap portion47ahas rigidity higher than that of an ordinary ion exchanger, and the cap portion47afixed to the tubular portion47bsuppresses the additional deformation of the tubular portion47bby the radiator43.

That is, as illustrated inFIG. 3, with a division line L as a border, a region A of the ion exchanger47on the vehicle front side with respect to the division line L becomes a buffer region (deformation region) deforming so as to buffer the impact load from the radiator43. Meanwhile, a region B of the ion exchanger47on the vehicle rear side with respect to the division line L becomes a high rigidity region where the tubular portion47bdoes not additionally deform brought by the rigidity of the cap portion47aeven when the impact load from the radiator43acts any further.

Instead that the tubular portion47bdoes not deform any further due to the impact load in the region B, as described later, due to the impact load from the radiator43, the stack frame12is detached from the chassis13, thus ensuring releasing the impact load from the radiator43to the fuel cell stack10.

In the embodiment, breaking strength (strength at which plastic deformation starts) of the cap portion47adue to the impact load in a horizontal direction is higher than breaking strength (the strength at which the plastic deformation starts) of the tubular portion47b. That is, since the breaking strength of the cap portion47ais larger than the breaking strength of the tubular portion47b, the cap portion47ais less likely to be smashed compared with the tubular portion47b. For example, the breaking strength of the tubular portion47bis set to a value of 10 KN or less, and the breaking strength of the cap portion47ais set to a value higher than 100 KN.

As described above, the radiator43, which is positioned on the front side in the front compartment R of the vehicle, is the auxiliary component of the fuel cell system1A and includes the heat dissipation unit43aand the fan motor43b. Rotatably driving the fan motor43band dissipating the heat of the coolant whose temperature has risen through the circulation inside the fuel cell stack10from the heat dissipation unit43asuppress the temperature rise of the fuel cell stack10. The fan motor43bprojects in a direction of the stack frame12at the rear of the heat dissipation unit43a.

As illustrated inFIG. 4andFIG. 5, the stack frame12is configured by welding three metal plate materials. The right and left plate materials are formed long, and the center plate material is formed short, and a front beam material12aextending in a vehicle-width direction is joined to the front end portions by welding or the like. While the three metal plate materials are formed of an aluminum extruded material in the embodiment, the material is not limited to aluminum.

Further, as illustrated inFIG. 3, the stack frame12may be inclined downward from the front side of the vehicle to the rear side of the vehicle. Thus, when the impact load from the radiator43acts the fuel cell stack10via the ion exchanger47, a moment acts on the mount14fixed to the stack frame12. Accordingly, the stack frame12can be detached from the chassis13so as to release the impact load acting on the fuel cell stack10from the radiator43.

In the embodiment, a crash box48projects from the front beam material12aof the stack frame12toward the front side of the vehicle and is fixed. The fan motor43bof the radiator43separates from the crash box48and is disposed so as to be opposed to the crash box48on the vehicle rear side. The crash box48has a structure that squashes and deforms when receiving the above-described impact load to absorb the impact load and is formed into a box shape made of resin or made of metal.

In the embodiment, as described above, the mount14and the chassis13have the structures detached by, for example, the magnitude of the impact load at the collision. Specifically, the chassis13are constituted of the two members extending parallel in a front-rear direction of the vehicle body, the front mount14ais fixed to the front side of the one of the chassis13with bolts or the like, and the rear mount14bis fixed to the rearward with bolts or the like. To the upper portion of the front mount14a, the front portion of the mount arm12b, which projects forward from the stack frame12and is fixed, is joined with a bolt or the like. To the upper portions of the rear mounts14b, the rear portion of the stack frame12is fixed.

Furthermore, the stack frame12and the chassis13are joined and fixed via the mounts14such that the stack frame12is detached from the chassis13due to the impact load from the radiator43when the cap portion47arestricts the deformation of the tubular portion47b.

Specifically, in the embodiment, applying the impact load of a certain magnitude or more to from the radiator43to the mounts14disengages the joining between the front mount14aand the chassis13and the joining between the rear mount14band the chassis13. For example, mounting strength of the stack frame12with the chassis13(that is, strength at which the state of joining and fixing the stack frame12to the chassis13can be maintained) is set higher than the above-described breaking strength of the tubular portion47band smaller than the above-described breaking strength of the cap portion47a, and set to, for example, 100 KN.

As long as the stack frame12is detached from the chassis13, the joining between the front mounts14aand the mount arms12bmay be disengaged or the joining between the mount arms12band the stack frame12may be disengaged. Alternatively, the joining between the rear mounts14band the stack frame12may be disengaged.

Furthermore, the tubular portion47bof the ion exchanger47and the mounts14are disposed such that the tubular portion47bof the ion exchanger47contacts the radiator43prior to the mounts14(specifically, the front mounts14a) at the collision on the front side of the fuel cell vehicle1. When the radiator43moves rearward of the vehicle, the radiator43contacts the tubular portion47bprior to the mounts14. This allows suppressing the mounts14from being damaged before the tubular portion47bis damaged. Accordingly, after the tubular portion47bbuffers the impact load, the stack frame12can be detached from the chassis13.

The following describes an action of the fuel cell vehicle of the embodiment configured as described above with reference toFIG. 6toFIG. 9.FIG. 6toFIG. 9illustrate first to fourth moving states of the radiator43when the fuel cell vehicle1collides from the front side. SinceFIG. 6toFIG. 9schematically illustrate locations of the components and the like inside the front compartment R, the detailed configuration is omitted.

When the fuel cell vehicle1collides with, for example, an obstacle or the like, the front compartment R of the vehicle is squashed to deform, and the radiator43moves rearward toward the fuel cell stack10, the high voltage component11, and the ion exchanger47by the obstacle. Thus, the radiator43approaches the fuel cell stack10, the high voltage component11, and the ion exchanger47fixed to the stack frame12as illustrated inFIG. 6.FIG. 6illustrates the first moving state in which the radiator43moves rearward from an initial position S1illustrated inFIG. 3to a second position S2. At this phase, the fan motor43babuts on the crash box48.

As illustrated inFIG. 6, with the extremely small impact load, the deformation of the body or the like buffers the impact load at the second position S2of the radiator43. With the slightly large impact load, as illustrated inFIG. 7, the radiator43additionally moves rearward up to a third position S3, and the fan motor43bof the radiator43also moves rearward. Accordingly, the fan motor43bsquashes and deforms the crash box48. The deformation of this crash box48allows buffering (absorbing) the impact load from the radiator43from the vehicle front side.

With the larger impact load, the impact load cannot be absorbed by the deformation of the crash box48, and as illustrated inFIG. 8, (the heat dissipation unit43aof) the radiator43is in contact and deforms the tubular portion47bof the ion exchanger47to buffer (absorb) the impact load from the radiator43by the tubular portion47b. InFIG. 8, the radiator43further retreats from the state ofFIG. 7and moves to a fourth position S4. In this state, although the tubular portion47bof the ion exchanger47is in the deformed state, the tubular portion47bfurther has a deformation margin up to the division line L.FIG. 8illustrates a third moving state of the radiator43. Note that when the radiator43moves rearward of the vehicle, since the radiator43contacts the tubular portion47bprior to the mounts14, the damage of the mounts14before the tubular portion47bis damaged can be suppressed.

With the further larger impact load, the radiator43additionally moves, and the tubular portion47bof the ion exchanger47additionally deforms up to the division line L. However, the tubular portion47bincludes the cap portion47a, and the configuration of this cap portion47adoes not deform the tubular portion47bany further. The impact load from the radiator43that cannot be fully buffered by the tubular portion47bpresses the fuel cell stack10rearward via the mounting portion47cof the ion exchanger47.

The impact load from the fuel cell stack10is transmitted to the stack frame12and is transmitted to the front and rear mounts14aand14b, which join and fix the stack frame12to the chassis13. This applies a load of a certain magnitude or more to the mounts14and disengages the joining between the stack frame12and the chassis13.

Thus, the fuel cell stack10placed on and fixed to the stack frame12and the high voltage component11fixed upward the fuel cell stack10are detached from the chassis13, becoming free inside the front compartment R. Consequently, directly acting the impact load from the radiator43on the fuel cell stack10or the like can be avoided. In this respect, the radiator43is in a state of a fifth position S5illustrated inFIG. 9.FIG. 9illustrates the fifth moving state.

Thus, with fuel cell vehicle1, for example, when the vehicle front portion is damaged by the collision from the front side, an amount of movement of the radiator43to the rear of the vehicle changes depending on the magnitude of the impact load. With the small impact load, the radiator43moves from the initial position S1to the second position S2(seeFIG. 6) and buffers. With the further larger impact load, the auxiliary component such as the radiator43moves up to the third position S3(seeFIG. 7), and the crash box48deforms to smash.

With the further larger impact load, the radiator43retreats up to the fourth position S4(seeFIG. 8), and the tubular portion47bof the ion exchanger47deforms to buffer the impact load. When the impact load becomes equal to or more than a predetermined load, the cap portion47arestricts the additional deformation of the tubular portion47b. The impact load from the radiator43is transmitted from the fuel cell stack10to the mounts14via the mounting portion47cof the ion exchanger47, and the stack frame12is detached from the chassis13by this pressing force (seeFIG. 9).

Accordingly, the fuel cell stack10and the high voltage component11disposed and fixed on the upper portion of the fuel cell stack10become free from the chassis13together with the stack frame12and therefore are released from the impact load due to the retreat of the auxiliary component such as the radiator43caused by the collision or a similar accident, thus suppressing deformation and damage.

That is, while the auxiliary component such as the radiator43is at from the initial position S1to the fourth position S4, the deformation of the crash box48, the deformation of the tubular portion47bof the ion exchanger47, and the like buffer the impact load from the radiator43. In the state of the fifth position S5, the joining of the stack frame12to the chassis13with the mounts14is detached, thus ensuring suppressing the deformation and the damage of the fuel cell stack10and the high voltage component11.

One embodiment of the present disclosure has been described in detail above, the present disclosure is not limited to the above-described embodiments, and can be subjected to various kinds of changes of design without departing from the spirit of the present disclosure described in the claims.

For example, while the example of the ion exchanger is described as the first component of the present disclosure, as long as the high rigidity portion having the large breaking strength and the damper portion having the small breaking strength are provided, the first component is not limited to the ion exchanger. The first component may be another accessory attached to the fuel cell stack.

While the example of the radiator is described as the second component of the present disclosure, as long as a component that is disposed on the vehicle front side with respect to the first component and moves rearward of the vehicle when, for example, the vehicle collides, the second component is not limited to the radiator.

Furthermore, while the example that the mounts to join and fix the stack frame to the chassis are joined with the fastening components such as the bolts and the nuts are described, the configuration is not limited to these. As long as a structure to be detached when a predetermined impact load acts, the fastening components may be pins and the like fractured by an application of a predetermined pressure, and another mechanism such as an attachment/removal lock mechanism is usable.