Patent Description:
Development has been advanced for practical use of a fuel cell vehicle. The fuel cell vehicle includes a fuel cell unit capable of generating electric power, a fuel tank capable of storing fuel used to generate the electric power in the fuel cell unit, and a motor capable of driving using the electric power generated by the fuel cell unit, and is configured to be able to run with the driving of the motor. In such a fuel cell vehicle, performance of the fuel cell unit is reduced at high temperatures. Therefore, various cooling techniques are used for the fuel cell vehicle to cool the fuel cell unit efficiently.

An example of the fuel cell vehicle adopting the cooling technique includes a fuel cell mounted electric vehicle (for example, see Patent Literature <NUM>) including a driver seat disposed at a rear of the vehicle, a vehicle body cover disposed below the driver seat at the rear of the vehicle and forming a power compartment therein, a footrest floor disposed in front of the driver seat and the vehicle body cover at a front of the vehicle and formed on a low floor, a fuel cell system disposed in front of the power compartment, a heat exchange unit used to cool the fuel cell system, and a fuel tank disposed at the front of the vehicle, the fuel cell system including a cell stack used for power generation, the heat exchange unit including an heat exchanger, a cooling fan, a cooling air duct extending to connect the heat exchanger and the cooling fan, an intake port that takes cooling air into the power compartment, and a discharge port that discharges the cooling air from the power compartment, the cell stack being disposed at a front lower portion of the power compartment, the heat exchange unit being disposed at a front upper portion of the power compartment, one of the intake port and the discharge port being formed on a front wall of the vehicle body cover and disposed to correspond to one of the heat exchanger and the cooling fan, the other of the intake port and the discharge port being formed on a lateral wall of the vehicle body cover and disposed to correspond to the other of the heat exchanger and the cooling fan.

Patent Literature <NUM> <CIT>. <CIT> relates to an agricultural tractor. <CIT> relates to a hydrogen fuel containing integrated system. <CIT> relates to an integrated fuel cell power generation system and electric vehicle.

However, in the example of the fuel cell vehicle, since the fuel tank is disposed at the front of the vehicle, it is difficult to protect the fuel tank from an external force at the time of a collision of the vehicle. In the example of the fuel cell vehicle, since the cooling air merely passes through the front upper portion of the power compartment, cooling air is not efficiently utilized. As a result, there is room to improve cooling efficiency of the fuel cell unit in the fuel cell vehicle.

In the fuel cell vehicle, it is preferable to efficiently protect the fuel tank and improve cooling efficiency of the fuel cell unit in view of such circumstances.

To solve the problems, a fuel cell vehicle according to an aspect includes: an operating part including a front wheel located closer to a front side of the vehicle and an operating device used for running operation; a riding part configured to be able to allow a passenger to ride in and located closer to a rear side of the vehicle from the operating part; a drive part including a rear wheel located closer to the rear side of the vehicle from the front wheel and a motor configured to be able to drive the rear wheel, and located closer to the rear side of the vehicle from the riding part; a fuel cell unit configured to be able to generate electric power used to drive the motor; and a fuel tank configured to be able to store fuel used for generation of the electric power in the fuel cell unit, the fuel tank including a container for storing the fuel and a Shut-off valve attached to a neck of the container and configured to be able to open and close a flow of the fuel between an inside and an outside of the container, wherein the fuel cell vehicle includes a compartment for mounting the fuel cell unit and the fuel tank, the compartment includes a tank compartment located between the riding part and the drive part in a vehicle front-rear direction and an air inlet duct configured to be able to allow air to flow into the compartment, the fuel tank is disposed such that the Shut-off valve is directed to one side in a vehicle width direction in the tank compartment, the air inlet duct is located closer to one side in the vehicle width direction from the Shut-off valve and is overlapped on the Shut-off valve as viewed in the vehicle width direction, and the compartment includes a venting port formed to vent the air inlet duct with the tank compartment.

In the fuel cell vehicle according to the aspect, it is possible to efficiently protect the fuel tank and to improve cooling efficiency of the fuel cell unit.

A fuel cell vehicle according to an embodiment will be described below. The fuel cell vehicle according to the present embodiment is a fuel cell type vehicle for a single-seater type. In particular, the fuel cell vehicle may be a fuel cell type mobility vehicle for a single-seater type.

However, the fuel cell vehicle is not limited to the above-described vehicle. For example, the fuel cell vehicle may be a fuel cell type vehicle for a double-seater type. In particular, the fuel cell vehicle may be a fuel cell type mobility vehicle for a double-seater type. In this case, two passengers preferably ride in the fuel cell vehicle side by side in a vehicle width direction.

In <FIG> used for the description, directions based on the fuel cell vehicle (hereinafter, simply referred to as a "vehicle" as necessary) are indicated as follows. In <FIG>, <FIG>, <FIG>, and <FIG>, a front side and a rear side of the vehicle are indicated by a one-headed arrow F and a one-headed arrow B, respectively. In <FIG>, a left side and a right side when viewed in the front side direction of the vehicle are indicated by a one-headed arrow L and a one-headed arrow R, respectively. A vehicle width direction is indicated by a one-headed arrow L and a one-headed arrow R. Furthermore, in <FIG>, an upper side and a lower side of the vehicle are indicated by a one-headed arrow U and a one-headed arrow D, respectively. In the following description, directions simply referred to as "front side", "rear side", "left side", "right side", "upper side", "lower side", "front-rear direction", "width direction", and "up-down direction" indicate directions based on the vehicle.

An outline of the fuel cell vehicle according to the present embodiment will be described with reference to <FIG>. In other words, the fuel cell vehicle according to the present embodiment is schematically configured as follows. As shown in <FIG>, a fuel cell vehicle includes a vehicle body <NUM>.

Referring to <FIG> and <FIG>, the fuel cell vehicle includes an operating part <NUM> including a front wheel <NUM> closer to the front side and an operating device <NUM> used for a running operation. The fuel cell vehicle includes a riding part <NUM> configured to enable a passenger P to ride. The riding part <NUM> is located closer to the rear side from the operating part <NUM>.

Referring to <FIG>, the fuel cell vehicle includes a drive part <NUM> located closer to the rear side from the riding part <NUM>. The drive part <NUM> includes a rear wheel <NUM> located closer to the rear side from the front wheel <NUM>. The drive part <NUM> includes a drive device <NUM> used for driving the vehicle to run. The drive device <NUM> includes a motor <NUM> configured to drive and move the rear wheel <NUM>. The motor <NUM> may have or may not have a transmission.

Referring to <FIG>, the fuel cell vehicle includes a fuel cell unit <NUM> configured to be capable of generating electric power used to drive the motor <NUM>. The fuel cell vehicle includes a fuel tank <NUM> configured to be capable of storing fuel used to generate electric power in the fuel cell unit <NUM>.

Referring to <FIG>, <FIG>, <FIG>, <FIG>, and <FIG>, the fuel cell vehicle includes a plurality of fuel tanks <NUM>. In these drawings, as an example, a fuel cell vehicle including three fuel tanks <NUM> is shown. However, the fuel cell vehicle may include one fuel tank, two fuel tanks, or four or more fuel tanks.

The fuel tank <NUM> includes a container <NUM> configured to store the fuel. The fuel tank <NUM> also includes a Shut-off valve <NUM> attached to a neck of the container <NUM>. The Shut-off valve <NUM> is configured to be able to open and close a flow of fuel between the inside and the outside of the container <NUM>.

Referring to <FIG>, the fuel cell vehicle includes a compartment <NUM> that mounts the fuel cell unit <NUM> and the fuel tank <NUM>. As shown in <FIG>, <FIG>, <FIG>, and <FIG>, the compartment <NUM> includes a tank compartment 60b located between the riding part <NUM> and the drive part <NUM> in a front-rear direction. Referring to <FIG>, the compartment <NUM> includes a first air inlet duct <NUM> configured to allow air to flow thereinto.

Referring to <FIG>, <FIG>, <FIG>, <FIG>, and <FIG>, the plurality of fuel tanks <NUM> are disposed such that the Shut-off valve <NUM> is directed to one side in a width direction in the tank compartment 60b of the compartment <NUM>. Referring to <FIG> and <FIG>, the first air inlet duct <NUM> is located closer to one side in the width direction from the Shut-off valves <NUM> of the plurality of fuel tanks <NUM>. The first air inlet duct <NUM> is overlapped on these Shut-off valves <NUM> as viewed in the width direction.

The compartment <NUM> includes a plurality of venting ports 63b through which the first air inlet duct <NUM> and the tank compartment 60b vent (communicate) with each other. However, the compartment may include one venting port formed to vent the first air inlet duct with the tank compartment. In this case, one venting port may be disposed to correspond to the fuel tank located at the lowermost side among the plurality of fuel tanks.

Furthermore, the fuel cell vehicle according to the present embodiment can be schematically configured as follows. In particular, referring to <FIG> and <FIG>, the plurality of fuel tanks <NUM> are aligned in an up-down direction. The first air inlet duct <NUM> extends from a lower side toward an upper side along the Shut-off valves <NUM> of the plurality of fuel tanks <NUM> aligned in the up-down direction.

In particular, as shown in <FIG> and <FIG>, the compartment <NUM> includes a fuel cell compartment 60c located closer to the rear side from the tank compartment 60b. The fuel cell compartment 60c is located above the drive part <NUM>. The fuel cell compartment 60c mounts the fuel cell unit <NUM>.

Referring to <FIG> and <FIG>, the compartment <NUM> includes an exhaust port <NUM> configured to be able to discharge gas existing therein to the outside of the compartment <NUM>. The exhaust port <NUM> is disposed at a rear end of the compartment <NUM> located closer to the rear side from the drive part <NUM>.

Referring to <FIG> and <FIG>, one of the plurality of venting ports 63b is disposed to correspond to the fuel tank <NUM> located at the lowermost side among the plurality of fuel tanks <NUM>. The plurality of venting ports 63b are disposed to face the Shut-off valves <NUM> of the plurality of fuel tanks <NUM>, respectively.

Referring to <FIG>, the fuel cell unit <NUM> includes a fuel cell stack <NUM> configured to be capable of generating electric power used to drive the motor <NUM>. The fuel cell unit <NUM> includes a compressor <NUM> configured to be able to send compressed air to the fuel cell stack <NUM>. The air sent from the compressor <NUM> to the fuel cell stack <NUM> is used for electric power generation of the fuel cell stack <NUM>. The compressor <NUM> includes an air intake port 42a configured to draw air thereinto.

As shown in <FIG>, the compartment <NUM> includes a connection port <NUM> that opens to connect the tank compartment 60b and the fuel cell compartment 60c to each other. The air intake port 42a of the compressor <NUM> is directed forward to face the connection port <NUM>. An upper end of the connection port <NUM> is located above a lower end of the air intake port 42a.

Referring to <FIG>, <FIG>, and <FIG>, the compartment <NUM> includes a frame assembly <NUM> including a first longitudinal frame 66a and a second longitudinal frame 66b spaced apart from each other in the width direction and a plurality of first lateral frames 66c disposed in the width direction. The plurality of first lateral frames 66c are spaced apart from each other in the up-down direction. The plurality of first lateral frames 66c extend to connect the first and second longitudinal frames 66a and 66b.

The plurality of fuel tanks <NUM> are disposed inside the frame assembly <NUM>. The first longitudinal frame 66a is located on the side to which the Shut-off valve <NUM> is directed in the width direction. The first longitudinal frame 66a is located between the Shut-off valve <NUM> of the fuel tank <NUM> and the first air inlet duct <NUM> as viewed in the front-rear direction.

Referring to <FIG>, the fuel cell vehicle according to the present embodiment can be configured as follows in detail. The compartment <NUM> is defined by a housing <NUM>. Referring to <FIG> and <FIG>, the fuel cell vehicle includes a drain tank <NUM> configured to be capable of storing water produced in the fuel cell stack <NUM>. The fuel cell vehicle also includes a drain pipe <NUM> extending between the fuel cell stack <NUM> and the drain tank <NUM> such that the water produced in the fuel cell stack <NUM> is sent to the drain tank <NUM>. The drive part <NUM> includes the drain tank <NUM>.

The fuel cell vehicle includes a drain mechanism <NUM> configured to drain the water produced in the fuel cell stack <NUM> of the fuel cell unit <NUM>. The drain mechanism <NUM> includes the drain tank <NUM> and the drain pipe <NUM>.

Referring to <FIG>, the fuel cell vehicle includes a secondary cell unit <NUM> configured to be able to be charged with the electric power generated by the fuel cell unit <NUM> and to supply the electric power to the motor <NUM>. The fuel cell vehicle includes an electric power adjusting unit <NUM> configured to be able to adjust the electric power to be supplied from the secondary cell unit <NUM> to the motor <NUM>.

Referring to <FIG>, the fuel cell vehicle includes an electric power control part <NUM> located outside the compartment <NUM> and above the compartment <NUM>. The secondary cell unit <NUM> and the electric power adjusting unit <NUM> are placed on the housing <NUM> of the compartment <NUM> in the electric power control part <NUM>.

The operating part <NUM> includes two front wheels <NUM> spaced apart from each other in the width direction. In particular, referring to <FIG> and <FIG>, the operating device <NUM> includes a steering unit 12a configured to be able to steer at least two front wheels <NUM>. The steering unit 12a is configured to be steerable by a hand of the passenger P on the riding part <NUM>.

For example, the steering unit 12a may be a steering wheel. However, the steering unit is not limited to a steering wheel. For example, the steering unit may be a steering wheel having two grips spaced apart from each other in the vehicle width direction.

In particular, referring to <FIG>, the operating device <NUM> includes an accelerator 12b used to adjust a running speed of the vehicle. The accelerator 12b is configured to be operable by a foot of the passenger P on the riding part <NUM>. In particular, referring to <FIG>, the operating device <NUM> includes a brake 12c used for braking the vehicle. The brake 12c is also configured to be operable by the foot of the passenger P on the riding part <NUM>.

In particular, referring to <FIG> and <FIG>, the riding part <NUM> includes a seat <NUM> configured such that the passenger P can be seated. The seat <NUM> includes a seat cushion 21a that supports buttocks of the passenger P. A space is formed between the operating part <NUM> and the seat <NUM> of the riding part <NUM>. A height of the seat cushion 21a is set such that the operating device <NUM> can be operated in a state in which the passenger P is seated on the seat cushion 21a. The seat <NUM> is adjacent to the housing <NUM> of the compartment <NUM> in the vehicle front-rear direction.

Referring to <FIG> and <FIG>, the drive part <NUM> can be configured in detail as follows. As shown in <FIG>, <FIG>, <FIG>, and <FIG>, the drive part <NUM> includes a front edge region 30a located closer to the front side and an upper edge region 30b located closer to the upper side. The compartment <NUM> is disposed outside the drive part <NUM> along the front edge and upper edge regions 30a and 30b of the drive part <NUM>.

The front edge region 30a of the drive part <NUM> is defined along a front edge of the drive part <NUM> located at the frontmost side in the drive part <NUM> as viewed in the width direction. The upper edge region 30b of the drive part <NUM> is defined along the upper edge of the drive part <NUM> located at the uppermost side in the drive part <NUM> as viewed in the width direction.

Referring to <FIG> and <FIG>, the drive device <NUM> of the drive part <NUM> includes a motor control device <NUM> configured to be able to control the motor <NUM>. The drive part <NUM> includes two rear wheels <NUM> spaced apart from each other in the width direction. The motor <NUM> is connected to the two rear wheels <NUM> to be able to drive the two rear wheels <NUM>. The motor <NUM>, the motor control device <NUM>, and the drain tank <NUM> are disposed between the two rear wheels <NUM> in the width direction.

Referring to <FIG>, the fuel cell unit <NUM> can be configured in detail as follows. In the fuel cell unit <NUM>, the fuel cell stack <NUM> generates electric power using fuel supplied from the fuel tank <NUM>.

The fuel cell unit <NUM> includes the compressor <NUM> configured to be able to send compressed air to the fuel cell stack <NUM>. The air sent from the compressor <NUM> to the fuel cell stack <NUM> is used for generation of electric power in the fuel cell stack <NUM>. The compressor <NUM> includes the air intake port 42a configured to take air thereinto. The air intake port 42a is opened forward such that air can be taken into the compressor <NUM> from the front side to the rear side. The compressor <NUM> is located on one side of the fuel cell stack <NUM> in the width direction.

The fuel cell unit <NUM> includes an exhaust fan <NUM> configured to send the gas discharged from the fuel cell stack <NUM> from the fuel cell stack <NUM> toward the exhaust port <NUM> in order to discharge the gas to the outside of the compartment <NUM>. The exhaust fan <NUM> is located on the other side of the compressor <NUM> in the width direction. The exhaust fan <NUM> is located rearward of the fuel cell stack <NUM>.

The fuel cell unit <NUM> includes a power supply circuit <NUM> configured to be able to draw the electric power generated by the fuel cell stack <NUM>. The power supply circuit <NUM> is located on the other side of the exhaust fan <NUM> in the width direction. The electric power drawn by the power supply circuit <NUM> is supplied to the motor <NUM> to operate the motor <NUM> or an auxiliary machine, or is sent to a drive cell 81a or an auxiliary cell 81b to charge the drive cell 81a or the auxiliary cell 81b of the secondary cell unit <NUM>.

Here, the auxiliary machine may be an electric device other than the motor <NUM>. Examples of the auxiliary machines may include electrical machines, for example, the motor control device <NUM>, the compressor <NUM>, the exhaust fan <NUM>, a ventilation hole <NUM> to be described below, a secondary cell control device <NUM>, a multi-control device <NUM>, and other in-vehicle electrical components.

Referring to <FIG>, <FIG>, <FIG>, <FIG>, and <FIG>, the fuel tank <NUM> can be configured in detail as follows. The fuel tank <NUM> may be a portable high-pressure container. In the plurality of fuel tanks <NUM>, the amount of opening and closing of the Shut-off valve <NUM> can be adjusted.

The Shut-off valves <NUM> of the plurality of fuel tanks <NUM> face the same side in the width direction. The compressor <NUM> described above is located on a side of the fuel cell stack <NUM> to which the Shut-off valve <NUM> is directed in the width direction. The Shut-off valves <NUM> of the plurality of fuel tanks <NUM> are aligned in the up-down direction. The Shut-off valves <NUM> of the plurality of fuel tanks <NUM> are aligned on a vertical line.

As shown in <FIG> and <FIG>, the fuel cell vehicle includes a fuel supply pipe <NUM> extending such that the fuel flowing out of the Shut-off valves <NUM> of the plurality of fuel tanks <NUM> can be sent toward the fuel cell stack <NUM>. The fuel supply pipe <NUM> is connected to the Shut-off valves <NUM> of the plurality of fuel tanks <NUM> and the fuel cell stack <NUM>. A flow rate of the fuel passing through the fuel supply pipe <NUM> can be adjusted.

Referring to <FIG>, the compartment <NUM> can be configured in detail as follows. Referring to <FIG>, <FIG>, and <FIG>, the compartment <NUM> includes an air inlet port 60a configured to be able to allow air to flow thereinto. The air inlet port 60a is disposed at a lower end of the compartment <NUM>. The air inlet port 60a is disposed at a lower end of the tank compartment 60b of the compartment <NUM>.

Referring to <FIG>, <FIG>, <FIG>, <FIG>, and <FIG>, the tank compartment 60b of the compartment <NUM> is disposed along the front edge region 30a of the drive part <NUM>. The tank compartment 60b of the compartment <NUM> is located closer to the front side from the drive device <NUM>. The tank compartment 60b mounts the fuel tank <NUM>.

Referring to <FIG> and <FIG>, the fuel cell compartment 60c of the compartment <NUM> is disposed along the upper edge region 30b of the drive part <NUM> from the upper end of the tank compartment 60b to the rear side. The fuel cell compartment 60c is located closer to the upper side from the drive device <NUM>. The tank compartment 60b and the fuel cell compartment 60c are adjacent to each other in the front-rear direction.

Referring to <FIG>, the housing <NUM> of the compartment <NUM> includes an intermediate housing part 61a that partitions the tank compartment 60b and the fuel cell compartment 60c from each other. The housing <NUM> includes a tank-side housing part 61b that defines the tank compartment 60b together with the intermediate housing part 61a. The housing <NUM> includes a fuel cell-side housing part 61c that defines the fuel cell compartment 60c together with the intermediate housing part 61a.

Referring to <FIG>, the compartment <NUM> includes a second air inlet duct <NUM> in addition to the first air inlet duct <NUM>. The second air inlet duct <NUM> is also configured to be able to allow air to flow into the compartment <NUM>. The first and second air inlet ducts <NUM> and <NUM> are spaced apart from each other in the width direction.

The first and second air inlet ducts <NUM> and <NUM> are located on both sides of the tank compartment 60b of the compartment <NUM> in the width direction, and are adjacent to the tank compartment 60b in the width direction. The compartment <NUM> includes at least one venting port 63b and 64b formed to vent (communicate) each of the first and second air inlet ducts <NUM> and <NUM> with the tank compartment 60b. Each of the first and second air inlet ducts <NUM> and <NUM> extends from the lower side to the upper side. Each of the first and second air inlet ducts <NUM> and <NUM> can extend in the vertical direction.

The number of the plurality of venting ports 63b formed to vent the tank compartment 60b with the first air inlet duct <NUM> corresponds to the number of the plurality of fuel tanks <NUM>. The first air inlet duct <NUM> includes an air inlet port 63a configured to be able to allow air to flow thereinto. The air inlet port 63a is disposed at a lower end of the first air inlet duct <NUM>. The air inlet port 63a corresponds to the air inlet port 60a of the compartment <NUM> described above. The air inlet port 63a is opened downward. However, the air inlet port can also be opened forward, rearward, or outward in the width direction.

Referring to <FIG> and <FIG>, the second air inlet duct <NUM> is located closer to the other side in the width direction from the plurality of fuel tanks <NUM>. The second air inlet duct <NUM> extends from the lower side to the upper side along the plurality of fuel tanks <NUM> aligned in the up-down direction. The second air inlet duct <NUM> can be formed substantially symmetrically with the first air inlet duct <NUM> in the width direction.

The second air inlet duct <NUM> includes an air inlet port 64a configured to be able to allow air to flow thereinto. The air inlet port 64a is disposed at a lower end of the second air inlet duct <NUM>. The air inlet port 64a also corresponds to the air inlet port 60a of the compartment <NUM> described above. The air inlet port 64a is opened downward. However, the air inlet port can also be opened forward, rearward, or outward in the width direction.

The compartment <NUM> includes one venting port 64b formed to vent the second air inlet duct <NUM> with the tank compartment 60b. However, the compartment may include a plurality of venting ports formed to vent the second air inlet duct with the tank compartment. In this case, each of the plurality of venting ports may be disposed to face each of the plurality of fuel tanks.

One venting port 64b is disposed to correspond to the fuel tank <NUM> located on the uppermost side among the plurality of fuel tanks <NUM>. However, one venting port may be disposed to correspond to the fuel tank other than the fuel tank located on the uppermost side among the plurality of fuel tanks. For example, one venting port may be disposed to correspond to the fuel tank located on the lowermost side among the plurality of fuel tanks.

As shown in <FIG>, the compartment <NUM> includes the connection port <NUM> that is opened to connect the tank compartment 60b and the fuel cell compartment 60c. The connection port <NUM> is directed rearward to face the air intake port 42a of the compressor <NUM> of the fuel cell unit <NUM>. An upper end of the connection port <NUM> is located above the lower end of the air intake port 42a.

The connection port <NUM> is formed to penetrate the intermediate housing part 61a. A peripheral edge of the connection port <NUM> can be formed to protrude toward the air intake port 42a from the intermediate housing part 61a. The connection port <NUM> is disposed to be overlapped on the air intake port 42a as viewed in the front-rear direction. The connection port <NUM> can be disposed to be overlapped on the air intake port 42a as viewed in the front-rear direction as a whole.

Referring to <FIG>, <FIG>, and <FIG>, the exhaust port <NUM> is formed to penetrate a rear end of the fuel cell-side housing part 61c in the front-rear direction. The exhaust port <NUM> is disposed behind the exhaust fan <NUM> of the fuel cell unit <NUM>. The exhaust port <NUM> faces the exhaust fan <NUM> in the front-rear direction.

A peripheral edge of the exhaust port <NUM> can be formed to protrude toward the exhaust fan <NUM> from the rear end of the fuel cell-side housing part 61c. The exhaust port <NUM> is disposed to be overlapped on the exhaust fan <NUM> as viewed in the front-rear direction. The exhaust port <NUM> can be disposed to be overlapped on the exhaust fan <NUM> as viewed in the front-rear direction as a whole.

Referring to <FIG>, <FIG>, and <FIG>, the frame assembly <NUM> of the compartment <NUM> is disposed to surround the plurality of fuel tanks <NUM>. The frame assembly <NUM> includes a plurality of longitudinal frames 66a and 66b disposed in the up-down direction. Each of the longitudinal frames 66a and 66b is formed in an elongated shape. The frame assembly <NUM> includes a plurality of lateral frames 66c, 66d, and 66e disposed in a horizontal direction. Each of the lateral frames 66c, 66d, and 66e is formed in an elongated shape.

The frame assembly <NUM> is disposed in the tank compartment 60b. The intermediate housing part 61a and the tank-side housing part 61b of the housing <NUM> are supported by the frame assembly <NUM>. The intermediate housing part 61a and the tank-side housing part 61b of the housing <NUM> are also attached to the frame assembly <NUM>.

As described above, the plurality of longitudinal frames 66a and 66b include at least one first longitudinal frame 66a located at one end in the width direction of the frame assembly <NUM>. The frame assembly <NUM> may include two first longitudinal frames 66a spaced apart from each other in the front-rear direction.

As described above, the plurality of longitudinal frames 66a and 66b include at least one second longitudinal frame 66b located at the other end in the width direction of the frame assembly <NUM>. The second longitudinal frame 66b is located between the container <NUM> of the fuel tank <NUM> and the second air inlet duct <NUM> as viewed in the front-rear direction. The frame assembly <NUM> may include two second longitudinal frames 66b spaced apart from each other in the front-rear direction.

As described above, the plurality of lateral frames 66c, 66d, and 66e include a plurality of first lateral frames 66c connecting the first and second longitudinal frames 66a and 66b facing each other in the width direction. Each of the first lateral frames 66c is disposed in the width direction. The plurality of first lateral frames 66c are spaced apart from each other in the up-down direction.

The plurality of lateral frames 66c, 66d, and 66e include a plurality of second lateral frames 66d connecting the two first longitudinal frames 66a. Each of the second lateral frames 66d is disposed in the front-rear direction. The plurality of lateral frames 66c, 66d, and 66e include a plurality of third lateral frames 66e connecting the two second longitudinal frames 66b. Each of the third lateral frames 66e is disposed in the front-rear direction.

Referring to <FIG>, <FIG>, <FIG>, <FIG>, and <FIG>, the first air inlet duct <NUM> is supported by the first longitudinal frame 66a. However, the first air inlet duct <NUM> may also be supported by the second lateral frame 66d instead of the first longitudinal frame 66a or in addition to the first longitudinal frame 66a. The second air inlet duct <NUM> is supported by the second longitudinal frame 66b. However, the second air inlet duct <NUM> may also be supported by the third lateral frame 66e instead of the second longitudinal frame 66b or in addition to the second longitudinal frame 66b.

Referring to <FIG> and <FIG>, the compartment <NUM> includes a fuel leakage detecting part <NUM> configured to be able to detect the fuel therein flowing out. The fuel leakage detecting part <NUM> is disposed in the fuel cell compartment 60c. In particular, the fuel leakage detecting part <NUM> can be disposed at an upper end and a rear end of the fuel cell compartment 60c.

Referring to <FIG> and <FIG>, the compartment <NUM> includes the ventilation hole <NUM> configured to allow the fuel therein flowing out to be discharged to the outside of the compartment <NUM>. The ventilation hole <NUM> is configured to be openable and closable. The amount of opening and closing of the ventilation hole <NUM> is adjustable.

The ventilation hole <NUM> is also disposed in the fuel cell compartment 60c. In particular, the ventilation hole <NUM> can be disposed in the fuel cell-side housing part 61c of the housing <NUM>. Furthermore, the ventilation hole <NUM> can be disposed at an upper end and a rear end on a lateral surface in the width direction of the fuel cell-side housing part 61c.

The ventilation hole <NUM> is normally in a closed state. The ventilation hole <NUM> is opened such that the fuel can be discharged to the outside of the compartment <NUM> when the fuel leakage detecting part <NUM> detects the fuel flowing out into the fuel cell compartment 60c.

Referring to <FIG> and <FIG>, the drain mechanism <NUM> can be configured in detail as follows. As shown in <FIG> and <FIG>, the drain tank <NUM> is located on one side of the drive device <NUM> in the width direction. The drain tank <NUM> is located on one side of the motor <NUM> of the drive device <NUM> in the width direction. The motor control device <NUM> of the drive device <NUM> is located on the other side of the motor <NUM> of the drive device <NUM> in the width direction.

As shown in <FIG> and <FIG>, the fuel cell stack <NUM> of the fuel cell unit <NUM> is disposed in the upper portion of the fuel cell compartment 60c located closer to the upper side. As shown in <FIG>, the drain pipe <NUM> of the drain mechanism <NUM> extends downward from the fuel cell stack <NUM>. The drain pipe <NUM> extends such that water generated in the fuel cell stack <NUM> can be sent from the fuel cell stack <NUM> to the drain tank <NUM> by gravity.

The drain pipe <NUM> includes an upstream end connected to a lower end of the fuel cell stack <NUM>. The drain pipe <NUM> also includes a downstream end connected to an upper end of the drain tank <NUM>. The drain pipe <NUM> can be configured as a flexible hose. The drain pipe <NUM> can be configured to be detachably attached to the drain tank <NUM>.

The drain tank <NUM> can be configured to be detachably attached to the vehicle body <NUM>. In this case, the water stored in the drain tank <NUM> can be drained in a state in which the drain tank <NUM> is removed from the vehicle body <NUM>.

Referring to <FIG>, the electric power control part <NUM> can be configured in detail as follows. The secondary cell unit <NUM> and the electric power adjusting unit <NUM> are disposed outside the compartment <NUM> and above the compartment <NUM>. Furthermore, the secondary cell unit <NUM> is disposed closer to the front side from the electric power adjusting unit <NUM>.

The secondary cell unit <NUM> of the electric power control part <NUM> includes the drive cell 81a that is a secondary cell configured as a main power source. The drive cell 81a can also be referred to as a high voltage cell 81a. The secondary cell unit <NUM> includes the auxiliary cell 81b that is a secondary cell configured as an auxiliary power source. Typically, the auxiliary cell 81b can be configured as a <NUM> V (volt) cell.

The electric power adjusting unit <NUM> of the electric power control part <NUM> includes a drive electric power adjusting unit 82a configured to be able to adjust the electric power of the drive cell 81a. The electric power adjusting unit <NUM> includes an auxiliary electric power adjusting unit 82b configured to be able to adjust electric power of the auxiliary cell 81b. The drive electric power adjusting unit 82a can be configured as a DC/DC converter ("DC" being an abbreviation for "Direct Current") 82a for the drive cell 81a. The auxiliary electric power adjusting unit 82b can be configured as a DC/DC converter 82b for the auxiliary cell 81b.

The electric power control part <NUM> includes the secondary cell control device <NUM> configured to be able to control charging and discharging of the secondary cell unit <NUM>. The secondary cell control device <NUM> is configured to be able to control the electric power adjusting unit <NUM> and the drive electric power and auxiliary electric power adjusting units 82a and 82b.

The electric power control part <NUM> includes the multi-control device <NUM> configured to be able to execute several types of control, for example, drive control of the vehicle and control of the fuel cell unit <NUM>. The multi-control device <NUM> is configured to control the vehicle to drive in cooperation with the motor control device <NUM> and the secondary cell control device <NUM>, based on an instruction from the operating device <NUM>. The multi-control device <NUM> is configured to be able to control the fuel cell stack <NUM>, the compressor <NUM>, and the exhaust fan <NUM> of the fuel cell unit <NUM>.

The multi-control device <NUM> can be configured to be able to control opening and closing of the Shut-off valves <NUM> in the plurality of fuel tanks <NUM>. The multi-control device <NUM> is configured to be able to close the Shut-off valve <NUM> as necessary based on the detection of the fuel leakage detecting part <NUM>.

The electric power control part <NUM> includes a cover <NUM> that defines the electric power control part <NUM> together with the upper end surface of the housing <NUM> of the compartment <NUM>. The cover <NUM> is formed to surround the electric power control part <NUM> from above. The cover <NUM> is detachably attached to the upper end surface of the housing <NUM> of the compartment <NUM>.

In a state in which the cover <NUM> is removed from the upper end surface of the housing <NUM>, it is possible to easily replace the drive cell 81a and the auxiliary cell 81b of the secondary cell unit <NUM> opened to the outside of the vehicle. In the state in which the cover <NUM> is removed from the upper end surface of the housing <NUM>, it is possible to easily perform maintenance on the drive cell 81a and the auxiliary cell 81b of the secondary cell unit <NUM> opened to the outside of the vehicle, the drive electric power adjusting unit 82a and the auxiliary electric power adjusting unit 82b of the electric power adjusting unit <NUM>, the secondary cell control device <NUM>, and the multi-control device <NUM>.

The drive cell 81a is disposed in front of the auxiliary cell 81b. The drive cell 81a is adjacent to the auxiliary cell 81b in the front-rear direction. The drive electric power adjusting unit 82a and the auxiliary electric power adjusting unit 82b are disposed rearward of the auxiliary cell 81b. The drive electric power adjusting unit 82a and the auxiliary electric power adjusting unit 82b are spaced apart from each other in the front-rear direction with respect to the auxiliary cell 81b.

The secondary cell control device <NUM> is aligned with the secondary cell unit <NUM> in the width direction. In particular, the secondary cell control device <NUM> can be aligned with the drive cell 81a of the secondary cell unit <NUM> in the width direction. The multi-control device <NUM> is disposed rearward of the secondary cell control device <NUM>. The multi-control device <NUM> is aligned with the electric power adjusting unit <NUM> in the width direction. In particular, the multi-control device <NUM> can be aligned with the drive electric power adjusting unit 82a and the auxiliary electric power adjusting unit 82b of the electric power adjusting unit <NUM> in the width direction.

The fuel cell vehicle according to the invention can perform the following functions According to the invention, a case will be described in which hydrogen fuel is used for a fuel cell vehicle. In the fuel cell vehicle, the compartment <NUM> mounts a mechanism for supplying hydrogen fuel from the fuel tank <NUM> to the fuel cell unit <NUM> and a mechanism for generating power using the fuel cell unit <NUM>.

The air inlet ducts <NUM> and <NUM> are disposed on left and right sides of the tank compartment 60b in the width direction of the compartment <NUM>, respectively. The air inlet ducts <NUM> and <NUM> includes the air inlet ports 63a and 64a formed to be opened at the lower ends thereof, respectively. In the air inlet ducts <NUM> and <NUM>, air goes upward from the air inlet ports 63a and 64a, and then enters the compartment <NUM> through the venting ports 63b and 64b. The fuel cell unit <NUM> generates power using the air which has entered the compartment <NUM> in this way. For this reason, the air inlet ducts <NUM> and <NUM> play a role of supplying air necessary for power generation of the fuel cell unit <NUM>.

With respect to the shape of the air inlet ducts <NUM> and <NUM>, the air inlet ducts <NUM> and <NUM> extend upward from the lower side. Therefore, even when foreign matter such as dust or dirt are mixed with the air during intake of air from the air inlet ports 63a and 64a formed at the lower ends of the air inlet ducts <NUM> and <NUM>, the foreign matter can fall by the weight of the foreign matter before the foreign matter reaches the venting ports 63b and 64b. In the compartment <NUM>, the air supplied to the fuel cell unit <NUM> is sent from the compressor <NUM> to the fuel cell stack <NUM> as air for reaction with hydrogen, and then the air is taken in from the front surface of the fuel cell stack <NUM> for the purpose of cooling the fuel cell stack <NUM> itself and further flows to be discharged from the exhaust port <NUM> by the exhaust fan <NUM> after the reaction or after cooling.

Normally, the inside of the compartment <NUM> is in a state of weak negative pressure when the fuel cell unit <NUM> is operated, whereas the inside of the compartment <NUM> is in a state of normal pressure when the fuel cell unit <NUM> is stopped. Such a compartment <NUM> mounts the pipe such as the fuel supply pipe <NUM> located around the fuel tank <NUM>. When hydrogen leakage occurs from such a pipe during the operation of the fuel cell vehicle and exceeds the hydrogen concentration determined by the fuel leakage detecting part <NUM>, the fuel cell vehicle functions to close the Shut-off valve <NUM> of the fuel tank <NUM> and to stop the operation of the fuel cell unit <NUM>.

After the fuel cell unit <NUM> is stopped, the hydrogen in the compartment <NUM> is gathered higher, and can be naturally discharged from the ventilation hole <NUM> to the outside of the compartment <NUM>. A ceiling surface of the compartment <NUM> may be preferably formed to be higher from the front side to the rear side, and the ventilation hole <NUM> may be located in the vicinity of a rear end of the ceiling surface of the compartment <NUM> which is highest. The fuel leakage detecting part <NUM> may be disposed in the compartment <NUM> at a place where hydrogen can be easily detected. One fuel leakage detecting part <NUM> or a plurality of fuel leakage detecting parts <NUM> may be disposed in the compartment <NUM>. The fuel leakage detecting part <NUM> is also disposed near the ventilation hole <NUM> to effectively detect hydrogen.

As described above, the fuel cell vehicle according to the present embodiment includes: the operating part <NUM> including the front wheel <NUM> located closer to the front side and the operating device <NUM> used for the running operation; the riding part <NUM> configured to be able to allow the passenger P to ride in and located closer to the rear side from the operating part <NUM>; the drive part <NUM> including the rear wheel <NUM> located closer to the rear side from the front wheel <NUM> and the motor <NUM> configured to be able to drive the rear wheel <NUM>, and located closer to the rear side from the riding part <NUM>; the fuel cell unit <NUM> configured to be able to generate the electric power used to drive the motor <NUM>; and the fuel tank <NUM> configured to be able to store the fuel used for the electric power generation of the fuel cell unit <NUM>, the fuel tank <NUM> including the container <NUM> for storing the fuel and the Shut-off valve <NUM> attached to the neck of the container <NUM> and configured to be able to open and close the flow of the fuel between the inside and the outside of the container <NUM>, wherein the fuel cell vehicle includes the compartment <NUM> for mounting the fuel cell unit <NUM> and the fuel tank <NUM>, the compartment <NUM> includes the tank compartment 60b located between the riding part <NUM> and the drive part <NUM> in the front-rear direction and the air inlet ducts <NUM> and <NUM> configured to be able to allow the air to flow into the compartment <NUM>, the fuel tank <NUM> is disposed such that the Shut-off valve <NUM> is directed to one side in the width direction in the tank compartment 60b, the air inlet duct <NUM> is located closer to one side in the vehicle width direction from the Shut-off valve <NUM> and is overlapped on the Shut-off valve <NUM> as viewed in the width direction, and the compartment <NUM> includes the venting port 63b formed to vent (communicate) the air inlet duct <NUM> with the tank compartment 60b.

In such a fuel cell vehicle, even when an external force is applied to the lateral surface of the vehicle body <NUM> during a side collision of the vehicle, such an external force can be absorbed by the hollow air inlet duct <NUM> before being transferred to the fuel tank <NUM>, particularly the Shut-off valve <NUM> of the fuel tank <NUM>. Therefore, it is possible to efficiently protect the fuel tank <NUM>, particularly the Shut-off valve <NUM> of the fuel tank <NUM>.

For example, when the fuel such as hydrogen is supplied from the fuel tank <NUM> to the fuel cell unit <NUM>, the container <NUM> of the fuel tank <NUM> is cooled by adiabatic expansion, and furthermore, the Shut-off valve <NUM> is also cooled by the cooling of the container <NUM>. Since the air inlet duct <NUM> is disposed near the Shut-off valve <NUM> cooled in this way, the air flowing through the air inlet duct <NUM> can be efficiently cooled by the cooled Shut-off valve <NUM>. Therefore, the fuel cell unit <NUM> can be efficiently cooled by the air sent to the fuel cell unit <NUM> through the air inlet duct <NUM>. In other words, it is possible to improve cooling efficiency of the fuel cell unit <NUM>.

In the fuel cell vehicle according to the present embodiment, the plurality of fuel tanks <NUM> are aligned in the up-down direction, the air inlet duct <NUM> extends from the lower side to the upper side along the Shut-off valves <NUM> of the plurality of fuel tanks <NUM> aligned in the up-down direction, the compartment <NUM> includes the fuel cell compartment 60c that mounts the fuel cell unit <NUM> and is located closer to the rear side from the tank compartment 60b and located above the drive part <NUM>, the compartment <NUM> includes the exhaust port <NUM> configured to be able to discharge the gas existing therein to the outside of the compartment <NUM>, and the exhaust port <NUM> is disposed at the rear end of the fuel cell compartment 60c of the compartment <NUM> located closer to the rear side from the drive part <NUM>.

In such a fuel cell vehicle, the air flowing through the air inlet duct <NUM> can be efficiently cooled by the plurality of cooled Shut-off valves <NUM>. Furthermore, the air inlet duct <NUM> is separated forward from the exhaust port <NUM> located at the rear end of the fuel cell compartment 60c of the compartment <NUM>. Therefore, it is possible to prevent the air warmed in the compartment <NUM> from flowing to the air inlet duct <NUM> after being discharged from the exhaust port <NUM>, and as a result, it is possible to prevent temperature increase of air flowing through the air inlet duct <NUM> due to such air. Accordingly, the fuel cell unit <NUM> can be efficiently cooled by the air sent to the fuel cell unit <NUM> through the air inlet duct <NUM>. In other words, it is possible to improve cooling efficiency of the fuel cell unit <NUM>. Eventually, since the air inlet ducts <NUM> and <NUM> extend from the lower side to the upper side, foreign matter such as dust or dirt, which have entered at the time of intake of air, can be smoothly shed by gravity.

In the fuel cell vehicle according to the present embodiment, the venting port 63b is disposed to correspond to the fuel tank <NUM> located at the lowermost side among the plurality of fuel tanks <NUM>.

In such a fuel cell vehicle, since the air is located closer to the lower side as the temperature of the air becomes lower, such low-temperature air can be efficiently taken in from the venting port 63b into the tank compartment 60b of the compartment <NUM>. In addition, since the air in the air inlet duct <NUM> can move from the lower side to the upper side to pass near the Shut-off valves <NUM> of all the fuel tanks <NUM>, the air flowing through the air inlet duct <NUM> can be efficiently cooled by all the cooled Shut-off valves <NUM>.

In the fuel cell vehicle according to the present embodiment, the plurality of venting ports 63b are disposed to face the Shut-off valves <NUM> of the plurality of fuel tanks <NUM>, respectively. In such a fuel cell vehicle, the air sent from the air inlet duct <NUM> to the tank compartment 60b can be efficiently cooled by the plurality of Shut-off valves <NUM>.

In the fuel cell vehicle according to the present embodiment, the fuel cell unit <NUM> includes the fuel cell stack <NUM> configured to be able to generate the electric power used to drive the motor <NUM> and the compressor <NUM> configured to be able to send compressed air to the fuel cell stack <NUM>, the compressor <NUM> includes the air intake port 42a configured to take in the air into the compressor <NUM>, the compartment <NUM> includes the connection port <NUM> that is opened to connect the tank compartment 60b and the fuel cell compartment 60c, the air intake port 42a is directed to the front side of the vehicle to face the connection port <NUM>, and the upper end of the connection port <NUM> is located above the lower end of the air intake port 42a.

In such a fuel cell vehicle, after entering the tank compartment 60b, the air cooled while passing through the air inlet duct <NUM> is reliably sent to the air intake port 42a of the compressor <NUM> of the fuel cell compartment 60c through the connection port <NUM>, and thus, it is possible to improve operating efficiency of the compressor <NUM>. Furthermore, it is possible to improve cooling efficiency of the fuel cell unit <NUM>.

In the fuel cell vehicle according to the present embodiment, the compartment <NUM> includes the frame assembly <NUM> including the two longitudinal frames 66a and 66b spaced apart from each other in the width direction and the plurality of lateral frames 66c disposed in the vehicle width direction, the plurality of lateral frames 66c are spaced apart from one another in the vehicle up-down direction and extend to connect the two longitudinal frames 66a and 66b, the fuel tank <NUM> is disposed inside the frame assembly <NUM>, the longitudinal frame 66a on one side of the two longitudinal frames 66a and 66b is disposed on the side to which the Shut-off valve <NUM> is directed, and the longitudinal frame 66a on the one side is located between the Shut-off valve <NUM> and the air inlet duct <NUM> as viewed in the front-rear direction.

In such a fuel cell vehicle, the air inlet duct <NUM> can be disposed such that the air passing through the air inlet duct <NUM> can be efficiently cooled by the Shut-off valve <NUM> of the fuel tank <NUM> located inside the frame assembly <NUM>.

Claim 1:
A fuel cell vehicle comprising:
an operating part (<NUM>) including a front wheel (<NUM>) located closer to a front side of the vehicle and an operating device (<NUM>) used for running operation;
a riding part (<NUM>) configured to be able to allow a passenger (P) to ride in and located closer to a rear side of the vehicle from the operating part (<NUM>);
a drive part (<NUM>) including a rear wheel (<NUM>) located closer to the rear side of the vehicle from the front wheel (<NUM>) and a motor (<NUM>) configured to be able to drive the rear wheel (<NUM>), and located closer to the rear side of the vehicle from the riding part (<NUM>);
a fuel cell unit (<NUM>) configured to be able to generate electric power used to drive the motor (<NUM>); and
a fuel tank (<NUM>) configured to be able to store fuel used for generation of the electric power in the fuel cell unit (<NUM>), the fuel tank (<NUM>) including a container (<NUM>) for storing the fuel and a Shut-off valve (<NUM>) attached to a neck of the container (<NUM>) and configured to be able to open and close a flow of the fuel between an inside and an outside of the container (<NUM>), wherein
the fuel cell vehicle includes a compartment (<NUM>) for mounting the fuel cell unit (<NUM>) and the fuel tank (<NUM>),
the compartment (<NUM>) includes a tank compartment (60b) located between the riding part (<NUM>) and the drive part (<NUM>) in a vehicle front-rear direction and an air inlet duct (<NUM>) configured to be able to allow air to flow into the compartment (<NUM>),
the fuel tank (<NUM>) is disposed such that the Shut-off valve (<NUM>) is directed to one side in a vehicle width direction in the tank compartment (60b),
the air inlet duct (<NUM>) is located closer to one side in the vehicle width direction from the Shut-off valve (<NUM>) and is overlapped on the Shut-off valve (<NUM>) as viewed in the vehicle width direction,
the compartment (<NUM>) includes a venting port (63b) formed to vent the air inlet duct (<NUM>) with the tank compartment (60b), and
the fuel cell unit (<NUM>) is adapted to generate power using air which has entered the compartment (<NUM>) through the venting port (63b).