JP2007112406A - Electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid type electric vehicle (and electric bicycle) capable of selecting various kinds of traveling patterns as a human power type bicycle, an electric assisting type bicycle, a bicycle with a motor and a whole wheel drive bicycle and also selecting usual traveling of 24V and power traveling of 48V in the electric vehicle (and electric bicycle) capable of performing public road traveling and being made to practice. <P>SOLUTION: A hydrogen storage alloy tank 6A or a commercially available hydrogen cassette can 6B filled with hydrogen or low pressure is used for a hydrogen tank 6 and a vessel with a material and a structure that air and water vapor are passed and a liquid is not passed is used for a fuel cell storage vessel 25 respectively. The electric vehicle is provided with a traveling pattern switching switch 66 capable of selecting the traveling pattern of OFF, rear wheel driving, front wheel driving and front/rear wheel driving; a moderation type shift operation switch 62 capable of fixing a traveling speed; and an in-parallel and in-series switching switch 36 capable of connecting a fuel cell 2 and a secondary cell 3 in any of in-parallel and in-series. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

Detailed Description of the Invention

The present invention relates to an electric vehicle (and an electric bicycle), and in particular, a fuel cell, a secondary battery to which at least a part of the generated electric power of the fuel cell is supplied and charged, and the electric power of the fuel cell or the secondary battery. In an electric vehicle (and an electric bicycle) equipped with an electric motor that drives the wheel by being supplied with hydrogen, it stores hydrogen as fuel so that it can safely run on public roads, private roads or buildings The hydrogen tank to be used is a hydrogen storage alloy tank or a hydrogen cassette can filled with commercially available low-pressure hydrogen, and these hydrogen tanks can be easily replaced and detachable so that hydrogen can be replenished in a short time. In addition, these hydrogen storage alloy tanks and hydrogen cassette cans can be built in or housed in the frame pipe of the vehicle body, enabling extremely light weight for vehicles equipped with fuel cells. It is possible to travel for a long time, and the traveling speed adjustment is a moderation type with each speed step fixed to reduce the driver's fatigue, and an electric motor is disposed on each of the front and rear wheels, for example, 4 Various types of driving patterns can be selected, driving with only human power when OFF, driving as a power-assisted bicycle when driving rear wheels, driving as a motorbike when driving front wheels, and slippery roads such as snowy roads when driving front and rear wheels And electric bicycles of hybrid electric bicycles ("Parallel Hybrid (Trademark of the Applicant)" or "TWIN DRIVE (Trademark of the Applicant)") capable of all-wheel drive on steep climbing slopes of the dirt and dirt. In addition, it is possible to switch the connection between the fuel cell and the secondary battery in parallel or in series, so that high output is required when traveling. The fuel cell and the secondary battery are connected in series so that they can accelerate and climb up with sufficient power, and can be put to practical use reliably. Innovative electric vehicle that can be used extremely safely and comfortably on roads such as roads, gravel roads, airports, ports, premises, offices of companies or sports facilities, and PR for exhibition halls. And electric bicycle).

2. Description of the Related Art Conventionally, a fuel cell, a secondary battery to which at least a part of power generated by the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives a wheel are provided. Various electric vehicles and electric bicycles have been proposed, but they are still extremely light weight with a slight increase in mass compared to ordinary power-assisted bicycles. In view of the current situation where the reduction of oxygen dioxide emissions on a global scale is required by the Kyoto Protocol, the present situation is awaited.

Thus, one of the reasons why fuel cell powered vehicles, especially fuel cell powered motorcycles and electric bicycles were not put into practical use, was that hydrogen as a fuel was filled in high pressure cylinders according to government policy. This is because the national project was promoted based on Electric vehicles using pressure vessels that require such specific approval cannot be easily reduced in weight, and it is impossible to obtain approval from the government for driving on public roads and indoors for safety reasons. For example, it is impossible to obtain a license plate for running on a public road in a fuel cell-powered motorcycle or an electric bicycle except for a special one using methanol fuel.

For example, Japanese Patent Application Laid-Open No. 8-119180 discloses an electric bicycle, but the conventional example shows the basics of an electric bicycle, and a fuel supply method uses a hydrogen container or methanol, Furthermore, by supplying the start of the fuel cell to the electric motor, it becomes possible to drive the wheel by the electric motor as the main power or auxiliary power, and it is provided with a storage battery in which a part of the power generation output of the fuel cell is charged, Although it is disclosed that when a fuel is made of methanol, continuous operation is possible by producing a hydrogen-rich gas with a reformer and replacing the hydrogen cylinder, what is a hydrogen cylinder? Therefore, the contents and technology thereof are unknown, and the inventor and the applicant know that there has been no report of practical use for public roads.

Japanese Patent Application Laid-Open No. 2001-95109 discloses an electric bicycle and a driving method of the electric bicycle. However, the conventional example uses methanol and water as a fuel supply method, and does not require charging. Although it is disclosed that long-time driving is possible, fuel heating control and bicycle torque output, and finely controlling the fuel supply amount, the use of methanol inevitably supplies water, Since the structure of the fuel cell is complex and heating is necessary, it is difficult to reduce the weight, and as far as the present inventor and the applicant know, there has been no report of practical use on public roads. .

Japanese Patent Application Laid-Open No. 2002-37167 discloses a motorcycle. In this conventional example, a hydrogen storage alloy container is used as a fuel supply method, and the exhaust heat of the DC-DC converter for voltage conversion is reduced. It can be used to heat by blowing warm air toward passengers when traveling in cold regions, and the DC-DC converter can be placed close to the hydrogen fuel container so that the exhaust heat of the DC-DC converter can be transmitted to the hydrogen fuel container. However, it does not disclose the weight reduction technology that can be used in electric bicycles or how much the vehicle mass is, and at the time the vehicle mass exceeds 100 kg at the minimum. It is not intended to be used for power-assisted bicycles at all, and the present inventor and applicant know that, except for heavy motorcycles with a mass of about 70 kg, they are still running on public roads. Practical use has been proven to function has not been reported.

Japanese Patent Laid-Open No. 2002-321681 discloses a control system for a hybrid electric bicycle. However, the conventional example uses a hydrogen container and methanol as a fuel supply method, and a fuel cell and a secondary battery. A hybrid electric bicycle control system that can continue running immediately, a first driving system driven by human power, a human power detection means, a second driving system driven by an electric motor, and supplying electric power to the electric motor Including a fuel cell and a secondary battery, setting the required power to be output by the electric motor according to the human power detection value and supplying the output of the fuel cell to the electric motor according to the required power value, or the secondary battery However, it does not disclose how much weight has been reduced, and the electric bicycle according to the conventional example is disclosed. In the knowledge of the present inventor and applicant, also not on public roads it can be put into practical use and proven reported.

JP-A-8-119180 JP 2001-95109 A JP 2002-37167 A JP 2002-321681 A

The present invention has been made in order to eliminate the above-described drawbacks of the prior art, and an object of the present invention is to supply a fuel cell and at least a part of the generated power of the fuel cell to be charged. In an electric vehicle comprising a secondary battery and a fuel cell or an electric motor that is supplied with electric power from the secondary battery to drive a wheel, the hydrogen storage alloy tank is used as a hydrogen tank of the fuel cell, and the hydrogen storage alloy tank It is possible to run extremely long and run for a long time compared to the conventional example while filling the amount of hydrogen that can run for a long time by detachably configuring the hydrogen fuel exchange for each hydrogen storage alloy tank To provide an electric vehicle that can be carried out in a very short time by exchanging, has a low risk of explosion, is extremely safe, can be practically used, and can be used on public roads and indoors. so That.

In addition to the above-mentioned configuration (claim 1), another object is to attach one or more spare hydrogen storage alloy tanks detachably inside or outside the frame pipe constituting the vehicle body. The amount of hydrogen as a fuel to be installed in the electric vehicle of the vehicle was significantly increased, and the hydrogen storage alloy tank that was emptied was replaced with another spare hydrogen storage alloy tank that was installed in the vehicle. This is to make it possible to easily replenish fuel without changing the number of hydrogen storage alloy tanks, thereby extending the actual travelable distance of the electric vehicle and providing a practical electric vehicle. That is.

Another object of the present invention is to provide a hydrogen storage alloy tank in a frame pipe constituting the vehicle body in addition to the structure of the above (Claim 1), and a release valve for releasing the abnormal pressure of hydrogen in the frame pipe. The original hydrogen storage alloy tank should be replaced in the fuel cell by disposing it below the frame pipe, and the hydrogen storage alloy tank built in this frame pipe should be used as a spare fuel. This also increases the degree of freedom in the design of the vehicle, cleans the exterior of the electric vehicle, and installs a release valve to prevent an explosion, etc., even in the event of abnormal hydrogen pressure increase. It is to provide an electric vehicle that is safe and has no danger.

Another object of the present invention is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, the space in the frame pipe constituting the vehicle body is configured as a hydrogen tank that accommodates low-pressure hydrogen, and a release valve for releasing the abnormal hydrogen pressure in the frame pipe is provided in the frame pipe. By arranging it downward, it can be used as a spare hydrogen tank by effectively using the space inside the frame pipe that constitutes the vehicle body that has never been used in the past and filling a substantial amount of hydrogen here. This also extends the actual mileage of the electric vehicle, thereby increasing its product value and improving safety by installing a release valve. It is.

Another object is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, a commercially available low-pressure hydrogen cassette can is used for the hydrogen tank of the fuel cell, and the hydrogen cassette can is detachable. It is possible to realize a simple, safe and lightweight hydrogen tank, and to make the electric vehicle extremely light, and to make it possible to easily realize an electric vehicle that can run on public roads. It is. Another object is to provide an electric vehicle that can reach a destination even if a spare one is not mounted on the vehicle by traveling while purchasing and replacing a commercially available hydrogen cassette can on the way. That is.

In addition to the above-described configuration (claim 5), another object is to detachably attach one or more spare hydrogen cassette cans inside or outside the frame pipe constituting the vehicle body. By increasing the amount of hydrogen fuel reserves per vehicle, and replacing the spare hydrogen cassette can installed in the vehicle with an empty hydrogen cassette can, there is no new purchase. Is to improve the convenience of the electric vehicle.

Another object is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, the frame pipe constituting the vehicle body is formed to be thick enough to accommodate at least a commercially available low-pressure hydrogen cassette can or a hydrogen storage alloy tank, and the contents are partially contained in the frame pipe. An open / close lid of a size that can be taken in and out is provided, and a release valve for releasing the abnormal pressure of hydrogen in the frame pipe is disposed downward, and one or more hydrogen cassette cans or It is configured so that it can accommodate a hydrogen storage alloy tank, and the frame pipe is made watertight with an open / close lid so that the contents can be taken in and out at all times. The hydrogen storage alloy tank or commercially available hydrogen cassette can can be mounted on the vehicle as a spare, and the hydrogen tank is not rattled or oscillated by tightening the opening / closing lid, so that the spare hydrogen fuel The vehicle's appearance is greatly improved by extending the actual mileage without purchasing a new hydrogen tank and making sure that a spare hydrogen tank is not installed even when viewed from the outside. In addition, water does not enter the frame pipe, so that it can run safely even in bad weather such as rainy weather and typhoon. The hydrogen tank that can be replaced and emptied can be accommodated in the frame pipe so that the hydrogen tank can always be replaced without excess or deficiency.

Yet another object is a fuel cell, a secondary battery that is charged with at least a portion of the power generated by the fuel cell, and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, a fuel cell stack that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte such as a polymer ion exchange membrane, and the fuel cell stack A hydrogen tank for supplying hydrogen and a blower for supplying air to the fuel cell stack are provided, and exhaust heat when the fuel cell stack is cooled by air blown from the blower is sent to the hydrogen tank and the hydrogen By arranging the hydrogen tank adjacent to the fuel cell stack so that the tank is heated by exhaust heat, the flow of warm air in the fuel cell and the physical properties of the material to be heated and cooled are reduced. For example, without excessive power and heat from the outside, the exhaust heat is supplied to the adjacent hydrogen tank and heated while appropriately cooling the fuel cell stack, thereby generating hydrogen. This is to keep the temperature of the hydrogen tank, which tends to be cooled by the heat of vaporization, at an appropriate temperature. It is to be able to keep power generation efficiency good at all times by the smooth continuous supply of hydrogen to the battery stack.

Another object of the present invention is to provide a fuel cell container made of a material or a structure that accommodates all of these fuel cell components and does not allow air and water vapor to pass through, in addition to the configuration of the above (Claim 8), and the fuel. A heat shielding plate disposed between one wall surface of the battery container and the hydrogen tank, and exhaust heat generated when the fuel cell stack is cooled by air blown from the blower is sent to the hydrogen tank. The hydrogen tank is placed adjacent to the fuel cell stack so that the heat is exhausted by the exhaust heat, and the exhaust heat that heated the hydrogen tank hits the heat shielding plate and reflects off the wall and does not escape to the outside. After circulation, the hot air from the fuel cell stack that hits the hydrogen tank for heating is recirculated and used as it is configured to be discharged to the outside from the other wall surfaces except for one wall surface. By using the flow of warm air in the fuel cell and the physical properties of the object to be heated and cooled, the fuel cell stack can be used appropriately without using extra power or heat from the outside. While cooling, the exhaust heat is supplied to the adjacent hydrogen tank and heated, so that the temperature of the hydrogen tank that tends to be cooled by the heat of vaporization due to the generation of hydrogen can be maintained at an appropriate temperature. In addition, this ensures that hydrogen is continuously supplied in a continuously activated state, so that the power generation efficiency can be constantly kept at the highest value by smoothly supplying hydrogen to the fuel cell stack. That is.
Another object is that the fuel cell container is made of a material or structure that allows air and water vapor to pass therethrough and does not allow liquids to pass therethrough. It is intended to ensure that water vapor, which is the exhaust of the fuel cell, is discharged to the outside without any trouble, and in this way, even in an environment where a large amount of liquid falls from the outside, such as a typhoon or rain, the fuel cell installed in the vehicle This is to make it possible to continue power generation without any problem and to allow the electric vehicle to run without any problem even under bad weather conditions.

Another object is to provide a DC-DC converter for voltage conversion and a heat insulating material for the DC-DC converter in addition to the configuration of the above (Claim 9), and the fuel cell stack is cooled by blowing air from the blower. The hydrogen tank is placed adjacent to the fuel cell stack so that the exhaust heat is sent to the hydrogen tank and is heated by the exhaust heat, and the DC-DC converter is insulated from the hydrogen tank. The adjacent arrangement enables the volume of the entire fuel cell device to be reduced, and prevents the heat generated by the heat generated by the DC-DC converter from affecting the hydrogen tank. It is to make sure that there is no hindrance to the mutual relationship.

Another object of the present invention is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, a fuel cell stack that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte such as a polymer ion exchange membrane, and the fuel cell stack A hydrogen tank for supplying hydrogen, a blower for supplying air to the fuel cell stack, a DC-DC converter for voltage conversion, and a waste heat utilization duct for supplying waste heat of the fuel cell stack to the hydrogen tank; , Equipped with an installation stay that can mount all these components and can be directly attached to and detached from a loading platform such as a bicycle. By supplying to the tank and increasing the gas pressure in the hydrogen tank, the fuel cell can be used for traveling and other applications by detaching the fuel cell for each stay so that the entire fuel cell apparatus can be used. As a unit, the vehicle can be easily attached to and detached from the vehicle, and in this way, the fuel cell of the electric vehicle can be used for various purposes as a power source for registrars or as an emergency power source during camping or disasters. That is.

Another object is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, the fuel cell and the secondary battery are connected in parallel during normal driving, and the fuel cell and the secondary battery are switched in series during driving that requires high output. By providing a series changeover switch and an electric motor control device that is connected between the parallel / series changeover switch and the electric motor and controls electric power to the electric motor, for example, the rated voltage of both batteries is usually 24V. If the output of one of the batteries drops and the voltage drops, even if the voltage of both batteries is normal, when accelerating, when the load is heavy, when approaching a steep slope, the rated voltage is exceeded, With the voltage of the large-48V is obtained under this maximum voltage, and allows the optimum control of voltage and current by the electric motor controller, in all aspects, it is to allow smooth running.

Another object is to provide an electric motor control device with an overcurrent cut-off function for the electric motor in addition to the configuration of the above (claim 12), so that both the front wheel and the rear wheel electric motors are overloaded. This is to prevent the electric motor from being damaged by never supplying electric current, and this ensures that the driver can feel comfortable and safe while driving with much higher power than usual. It is to make it.

Another object of the present invention is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, for example, the parking time is long by disposing a solar power generator at an appropriate place where the solar light of the vehicle body is easily hit and electrically connecting the solar power generator to a secondary battery. In electric bicycles, etc., it is possible to charge a sufficient amount of secondary battery, especially during parking, and solar energy is also stored in the secondary battery so that it can be used for driving and lighting at night. In particular, by using a light-emitting diode for the headlamp, the amount of power generated during parking can be used to cover the power for lighting the headlamp at night, and the power of the secondary battery further increases. So that the fuel cell As fewer is possible to save improve the fuel gasoline mileage of the electric vehicle.

Another object of the present invention is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, the electric motor is a motor / generator combined type in which a motor and a generator are mounted on the same axis, and the generator is directly connected to a headlamp, and is The configuration is such that the headlamp is energized so that the headlamp is always lit at night as long as the vehicle is running even when the power of the fuel cell or the secondary battery is lost. This also improves the nighttime safety in the event of an electrical system failure. In addition, the motor / generator combined type electric motor can be configured as a so-called hub-in motor or wheel-in motor that is mounted inside the wheel. This is to facilitate the mounting on the vehicle.

Another object of the present invention is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, a brake switch that sends a brake activation signal when the brake is applied, and is activated by the signal from the brake switch to apply the brake and at the same time stop supplying all electric power to the electric motor The brake-linked power stop device is provided so that the conflicting operation commands of the braking operation and the traveling operation are not issued simultaneously, so that the brake only needs to absorb the energy of the movement of the vehicle. As a result, the brakes act as the driver wants to improve the safety when braking as an electric vehicle. That.

Another object is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, it is possible to maintain the speed as long as it is adjusted to a certain speed stage during driving by providing a moderation type speed change operation switch that can maintain the speed of the vehicle at a plurality of fixed speeds. Is maintained to reduce the mental burden on the driver to prevent a decrease in output caused by releasing his hand while driving. It is to improve comfort and significantly reduce driver fatigue.

Another object is to provide a moderation type speed change operation switch in the vicinity of the center of the steering wheel or on the grip in addition to the structure of the above (Claim 17), so that the vehicle speed can be maintained at a plurality of fixed speeds. Therefore, if the speed is adjusted to a certain level during driving, the speed is maintained as it is, and the driver's spirit is spent to prevent a decrease in output caused by releasing his hand during driving. The switch is located in a position where it is easy to see and handle from the driver, as well as improving driving comfort during stable driving and greatly reducing driver fatigue. By doing so, the operability of the electric vehicle is improved, and the commercial value thereof is further increased.

Yet another object is a fuel cell, a secondary battery that is charged with at least a portion of the power generated by the fuel cell, and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, an electric motor for driving front wheels, an electric motor for driving rear wheels, and “OFF”, “rear wheel driving”, “front wheel driving” for stopping power supply to both electric motors. ”And“ front and rear wheel drive ”, a traveling pattern switching switch capable of switching the traveling pattern to four patterns, and an electric motor control device that performs optimal control of each electric motor in each traveling pattern selected by the traveling pattern switching switch. The front and rear wheels are made to run with independent functions, and are configured to run with individual control according to the running pattern, so that public roads, snowy roads, gravel roads, etc. It is to provide innovative electric vehicles that can be used safely and comfortably in every situation such as PR in the harbor, campus, company or sports facility, etc., especially at the exhibition hall It is to provide an electric vehicle that can be used for various purposes by allowing only a front wheel to float and rotating with electric power from a fuel cell in a state where the vehicle is mounted and allowing a demonstration such as attracting the attention of the audience as a fuel cell-equipped vehicle.

Another object of the present invention is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric bicycle equipped with a motor, an electric motor for driving front wheels, an electric motor for driving rear wheels, and “OFF”, “rear wheel driving”, “front wheel driving” for stopping power supply to both electric motors. And a driving pattern switching switch capable of switching the driving pattern to four patterns of “front and rear wheel drive”, and an electric motor control device that performs optimal control of each electric motor in each driving pattern selected by the driving pattern switching switch. Traveling with only human power when turned off, traveling as an electrically assisted bicycle when driving rear wheels, traveling as a motorized bicycle when driving front wheels, and sliding when driving front and rear wheels All scenes such as public roads, bad roads such as snowy roads and gravel roads, airports, harbors, premises, offices of companies or sports facilities, PR in exhibition halls, etc. are configured by enabling all-wheel drive running on easy road surfaces. It is to provide an epoch-making electric bicycle that can be used extremely safely and comfortably. Especially when the power is off, it can be used as an ordinary bicycle that runs only by human power. On downhills and the like, it is possible to travel a considerable distance without using any fuel, and to make an electric bicycle with excellent fuel efficiency.

In addition to the configuration of the above (claim 19), another object is to display these travel patterns, display the remaining amount of battery, travel pattern changeover switch, parallel / series changeover switch of fuel cell and secondary battery, and parallel・ Various types of data such as driving patterns while driving as an electric bicycle equipped with a fuel cell by arranging a driving monitor with various display functions and switches necessary for driving such as serial switching display on the steering wheel. It is to improve the recognizability, that is, visibility and operability, and to improve the enjoyment and safety of traveling as an electric bicycle.

The present invention provides a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged as described above, and a wheel that is supplied with the power of the fuel cell or the secondary battery. In the electric vehicle equipped with the electric motor, the hydrogen storage alloy tank is used as the hydrogen tank of the fuel cell, and the hydrogen storage alloy tank is configured to be detachable. However, compared to the conventional example, it is extremely lightweight and can run for a long time, and the hydrogen fuel can be replaced in a very short time by replacing the entire hydrogen storage alloy tank. There is an effect that it is possible to provide an electric vehicle that is highly reliable, extremely safe, can be surely put into practical use, and can run on public roads or indoors.

Further, in addition to the above configuration (Claim 1), one or more spare hydrogen storage alloy tanks are detachably attached to the inside or the outside of the frame pipe constituting the vehicle body, so that they are mounted on one electric vehicle. The amount of hydrogen used as fuel can be significantly increased, and the hydrogen storage alloy mounted in the vehicle can be replaced by replacing the empty hydrogen storage alloy tank with another spare hydrogen storage alloy tank. There is an effect that fuel can be easily replenished without changing the number of alloy tanks, and as a result, an actual travelable distance of the electric vehicle can be extended and a practical electric vehicle can be provided.

Further, in addition to the above structure (Claim 1), a hydrogen storage alloy tank is incorporated in the frame pipe constituting the vehicle body, and a release valve for releasing the abnormal pressure of hydrogen in the frame pipe is provided below the frame pipe. Since the original hydrogen storage alloy tank is disposed so as to be replaceable in the fuel cell, there is an effect that the hydrogen storage alloy tank built in this frame pipe can be used as a spare fuel, As a result, the degree of freedom in designing the vehicle can be increased, the appearance of the electric vehicle can be cleaned, and the installation of a release valve eliminates the danger of an explosion even in the event of abnormal hydrogen pressure increase. There is an effect that it is possible to provide a high electric vehicle.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. In an electric vehicle, the space in the frame pipe that constitutes the vehicle body is configured as a hydrogen tank that accommodates low-pressure hydrogen, and a release valve for releasing the abnormal pressure of hydrogen in the frame pipe is arranged downward on the frame pipe. Since it is installed, it has the effect that it can be used as a spare hydrogen tank by effectively using the space inside the frame pipe constituting the car body that has not been used so far and filling a substantial amount of hydrogen here. As a result, it is possible to increase the actual travel distance of the electric vehicle, increase its commercial value, and improve safety by installing a release valve.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. In an electric vehicle, a commercially available low-pressure hydrogen cassette can is used for the hydrogen tank of the fuel cell, and the hydrogen cassette can is detachable, so although the mileage per can is short, it is extremely simple, safe and lightweight. A hydrogen tank can be realized, and there is an effect that the electric vehicle can be extremely lightened. As a result, an electric vehicle that can run on a public road can be easily realized. Further, by purchasing and replacing a commercially available hydrogen cassette can on the way, it is possible to provide an electric vehicle that can reach the destination even if a spare one is not mounted on the vehicle.

Further, in addition to the above configuration (claim 5), one or a plurality of spare low-pressure hydrogen cassette cans are detachably mounted inside or outside the frame pipe constituting the vehicle body. This has the effect of increasing the amount of spare hydrogen fuel that can be loaded per vehicle. By running while replacing the spare hydrogen cassette can installed in the vehicle and the empty hydrogen cassette can, there is no new purchase. Continuous travel is possible, and the convenience of the electric vehicle can be further improved.

Another object is to provide a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and an electric motor for driving a wheel by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle equipped with a motor, the frame pipe constituting the vehicle body is formed to be thick enough to accommodate at least a commercially available low-pressure hydrogen cassette can or a hydrogen storage alloy tank, and the contents are partially contained in the frame pipe. An opening / closing lid of a size that can be taken in and out is provided, and a release valve for releasing the abnormal pressure of hydrogen in the frame pipe is disposed downward in the frame pipe, and one or a plurality of release valves are provided in the frame pipe. The hydrogen pipe can or the hydrogen storage alloy tank can be accommodated, and the inside and outside of the frame pipe are made watertight with an open / close lid and the contents can be taken in and out. Therefore, it is possible to install about 4 hydrogen storage alloy tanks or commercially available hydrogen cassette cans on the vehicle as a spare, and there is an effect that the hydrogen tank does not rattle or vibrate by tightening the opening / closing lid. This has the effect of significantly increasing the actual amount of hydrogen fuel and extending the actual mileage without purchasing a new hydrogen tank, and it is not clear that a spare hydrogen tank is installed from the outside. There is also an advantage that the appearance of the vehicle is clean and water does not enter the inside of the frame pipe, so there is an effect that you can run safely even in bad weather such as rainy weather or typhoon, and the opening and closing operation of the lid The hydrogen tank can be replaced very easily, and the empty hydrogen tank can be accommodated in the frame pipe. There is an effect that that.

Furthermore, a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives a wheel A fuel cell stack for generating electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte such as a polymer ion exchange membrane in the electric vehicle equipped with the fuel cell stack and supplying hydrogen to the fuel cell stack And a blower for supplying air to the fuel cell stack, and exhaust heat when the fuel cell stack is cooled by air blown from the blower is sent to the hydrogen tank so that the hydrogen tank is discharged. Since the hydrogen tank is arranged adjacent to the fuel cell stack so that it is heated by heat, the flow of warm air in the fuel cell and the physical properties of the things to be heated and cooled can be used skillfully. Without using extra power or heat from the unit, the exhaust heat is supplied to the adjacent hydrogen tank and heated while cooling the fuel cell stack appropriately. This has the effect of keeping the temperature of the hydrogen tank in a proper temperature, and as a result, has the effect of continuously supplying hydrogen in a state where hydrogen is activated continuously. There is an effect that power generation efficiency can always be kept good by continuous supply of hydrogen.

Further, in addition to the configuration of the above (Claim 8), a fuel cell container made of a material or a structure that accommodates all of these fuel cell components and does not allow liquid to pass through air and water vapor, and one of the fuel cell container A heat shielding plate disposed between the wall surface and the hydrogen tank, and the exhaust heat when the fuel cell stack is cooled by the blower from the blower is sent to the hydrogen tank, and the hydrogen tank is heated by the exhaust heat. As shown in the figure, the hydrogen tank is disposed adjacent to the fuel cell stack, and the exhaust heat generated by heating the hydrogen tank is reflected by the heat shielding plate and is not relieved from one wall and recirculated in the fuel cell housing container. Since it is configured to be discharged to the outside from other wall surfaces except for the wall surface, there is an effect that the hot air from the fuel cell stack hitting the hydrogen tank for heating is recirculated and used as it is, The flow of hot air and the physical properties of the object to be heated and the object to be cooled can be skillfully used, and the exhaust heat of the fuel cell stack is appropriately cooled without using extra power or heat from the outside. Is supplied to the adjacent hydrogen tank and heated, the temperature of the hydrogen tank, which tends to be cooled by the heat of vaporization due to the generation of hydrogen, can be maintained at an appropriate temperature. As a result, there is an effect that the fuel cell is continuously supplied in a state where it is activated, and there is an effect that the power generation efficiency can be constantly kept at the maximum value by the smooth continuous supply of hydrogen to the fuel cell stack. In addition, since the fuel cell container is made of a material or structure that allows air and water vapor to pass therethrough and does not allow liquids to pass through, the air (especially oxygen) required by the fuel cell is sucked from the outside and the fuel cell is exhausted. This has the effect that water vapor can be discharged to the outside without any problems. As a result, even in environments where a large amount of liquid falls from the outside, such as typhoons and rainy weather, the fuel cell installed in the vehicle can continue to generate electricity without any problem. The electric vehicle has the effect that it can run without any trouble even in bad weather.

Further, in addition to the configuration of the above (Claim 9), a DC-DC converter for voltage conversion and a heat insulating material for the DC-DC converter are provided. Since the hydrogen tank is disposed adjacent to the fuel cell stack so that heat is sent to the hydrogen tank and the hydrogen tank is heated by exhaust heat, and the DC-DC converter is disposed adjacent to the hydrogen tank in a thermally insulated state, This has the effect of reducing the overall volume of the fuel cell device, and the amount of heat generated by the DC-DC converter does not affect the hydrogen tank. There is an effect that can be done.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. In an electric vehicle, a fuel cell stack that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte such as a polymer ion exchange membrane, and for supplying hydrogen to the fuel cell stack A hydrogen tank, a blower for supplying air to the fuel cell stack, a DC-DC converter for voltage conversion, a waste heat utilization duct for supplying the exhaust heat of the fuel cell stack to the hydrogen tank, and all of these It is equipped with an installation stay that can place components and can be detachably attached directly to the loading platform of bicycles, etc., and exhaust heat from the fuel cell stack is supplied to the hydrogen tank by the exhaust heat utilization duct. In addition to increasing the gas pressure in the hydrogen tank, the fuel cell can be used for traveling and other uses by attaching and detaching the fuel cell for each stay, so the entire fuel cell device is integrated into one unit, This has the effect that it can be easily attached to and detached from the vehicle. As a result, it is possible to use the fuel cell of the electric vehicle for various purposes as a power source for registrars or as an emergency power source during camping or disasters.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. In an electric vehicle, a parallel / series changeover switch that connects a fuel cell and a secondary battery in parallel during normal driving, and switches the fuel cell and the secondary battery in series during driving that requires high output, Since the electric motor control device connected between the parallel / series switch and the electric motor for controlling the electric power to the electric motor is provided, for example, when the rated voltage of both batteries is usually 24V, either Even when the battery output drops and the voltage drops, the voltage of both batteries is normal, when the load is heavy, when the load is heavy, or when approaching a steep climbing road, the voltage exceeds the rated voltage, and a voltage of up to 48V is obtained. With the effect that, under the maximum voltage, allows the result to control the optimum voltage and current by the electric motor controller, in all aspects, there is an effect that it is smooth running.

Further, in addition to the configuration of the above (claim 12), since the electric motor control device has an overcurrent cut-off function for the electric motor, no overcurrent is supplied to any of the front and rear wheel electric motors. It is possible to prevent damage to the electric motor, and as a result, the driver is assured of comfortable and safe driving with peace of mind while driving much more powerful than usual. effective.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. In an electric vehicle, a solar power generator is disposed at an appropriate place where the solar light of the vehicle body is easily hit, and the solar power generator is electrically connected to the secondary battery. The secondary battery can be fully charged while parked. As a result, solar energy is also stored in the secondary battery, which can be used for both driving and lighting at night. By using a light emitting diode for the lamp, there is an effect that the amount of power generated during parking can sufficiently cover the power for lighting the headlight at night, and the power of the secondary battery increases, so the fuel in the fuel cell is reduced. Electric vehicle There is an effect that can be saved to improve the fuel gasoline mileage.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. In an electric vehicle, the electric motor is a motor / generator combined type in which a motor and a generator are mounted on the same axis, and the generator is directly connected to the headlamp. Since it is configured to be energized, it has the effect that the headlamps are always lit at night as long as the vehicle is running even when the power of the fuel cell or secondary battery is lost. It is to improve the nighttime safety in. In addition, there is an effect that the electric motor of the motor / generator combined type can be configured as a so-called hub-in motor or wheel-in motor that is mounted inside the wheel. There is an effect that the mounting can be facilitated.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. In an electric vehicle, a brake switch that sends a brake activation signal when the brake is applied, and brake-linked electric power that activates the brake by applying a signal from the brake switch and simultaneously stops supplying all electric power to the electric motor Because it has a stop device, the conflicting operation command of braking operation and traveling operation cannot be issued at the same time, so the brake only needs to absorb the energy of the movement of the vehicle, and as a result, the brake is as the driver intends Thus, there is an effect that safety during braking as an electric vehicle can be improved.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. The electric vehicle is equipped with a moderation-type shift operation switch that allows the vehicle speed to be maintained at a plurality of fixed speeds, so that if the speed is adjusted to a certain speed level while traveling, the speed remains unchanged. It has the effect of reducing the driver's mental burden to prevent a decrease in output caused by releasing his hand while driving, and as a result, improving driving comfort during stable driving In addition, the driver's fatigue can be greatly reduced.

Further, in addition to the above configuration (claim 17), a moderation type speed change operation switch that can maintain the speed of the vehicle at a plurality of fixed speeds is provided near the center of the steering wheel or on the grip. If it is adjusted to a certain speed stage, the speed will be maintained as it is, so the mental burden of the driver spent to prevent the output from falling due to releasing your hand while driving can be reduced As a result, the driving comfort during stable driving can be improved and the driver's fatigue can be greatly reduced, and this switch is located in a position that is easy to see and handle from the driver. Therefore, there is an effect that the operability of the electric vehicle can be improved and the product value can be further increased.

Furthermore, a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives a wheel In the provided electric vehicle, the front wheel drive electric motor, the rear wheel drive electric motor, and “OFF”, “rear wheel drive”, “front wheel drive” and “ A driving pattern switching switch capable of switching the driving pattern to four patterns of “front and rear wheel drive”, and an electric motor control device that performs optimal control of each electric motor in each driving pattern selected by the driving pattern switching switch. Each wheel is made to run with independent functions, and it is configured to run with individual control according to the running pattern, so public roads, bad roads such as snowy roads / gravel roads, airports, harbors, campuses, It has the effect of providing a revolutionary electric vehicle that can be used extremely safely and comfortably in various situations such as PR in the company or sports facilities, and in the exhibition hall, especially with the vehicle stopped at the exhibition hall. It is possible to provide an electric vehicle that can be used for various purposes as a fuel cell-equipped vehicle.

Also provided is a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and a fuel cell or an electric motor that is supplied with power of the secondary battery and drives the wheels. In an electric bicycle, an electric motor for driving front wheels, an electric motor for driving rear wheels, and “OFF”, “rear wheel driving”, “front wheel driving” and “front and rear wheels” for stopping power supply to both electric motors. A driving pattern switching switch capable of switching the driving pattern to four driving patterns, and an electric motor control device that performs optimal control of each electric motor in each driving pattern selected by the driving pattern switching switch. Only when driving alone, driving as a power-assisted bicycle when driving rear wheels, driving as a motorbike when driving front wheels, and slippery road when driving front and rear wheels It is extremely safe in all situations such as public roads, bad roads such as snowy roads and gravel roads, airports, harbors, premises, offices of companies or sports facilities, PR in exhibition halls, etc. It has the effect of providing an innovative electric bicycle that can be used comfortably, and can be used as an ordinary bicycle that runs only by human power, especially when the power is off, so for example on a slightly flat road or a long downhill It is possible to run a considerable distance without using any fuel, and it has the effect of being able to be an electric bicycle with excellent fuel efficiency.

Further, in addition to the configuration of the above (Claim 19), the display of these traveling patterns, the battery remaining amount display, the traveling pattern changeover switch, the parallel / series changeover switch of the fuel cell and the secondary battery, and the parallel / series changeover indication, etc. Since the travel monitor with various display functions and switches necessary for traveling is arranged at the appropriate position on the steering wheel, the recognizability of various data such as traveling patterns during traveling as an electric bicycle equipped with a fuel cell, that is, easy to see In addition, there is an effect that it is possible to improve the operability, and it is possible to improve the fun and safety of traveling as an electric bicycle.

In short, the electric vehicle according to the present invention (Claim 1) includes a fuel cell, a secondary battery charged with at least a part of power generated by the fuel cell, and the power of the fuel cell or the secondary battery. An electric vehicle including an electric motor that is supplied with a hydrogen and uses a hydrogen storage alloy tank as a hydrogen tank of the fuel cell, and the hydrogen storage alloy tank is detachable. It is.

An electric vehicle according to the present invention (Claim 2) includes a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and the power of the fuel cell or the secondary battery. And an electric motor provided with an electric motor for driving wheels, wherein a hydrogen storage alloy tank is used as a hydrogen tank of the fuel cell, and the hydrogen storage alloy tank is configured to be detachable. The preliminary hydrogen storage alloy tank is configured to be detachably attached to the inside or the outside of the frame pipe constituting the vehicle body.

An electric vehicle according to the present invention (Claim 3) includes a fuel cell, a secondary battery charged with at least a part of the generation of the fuel cell, and the power of the fuel cell or the secondary battery. In the electric vehicle provided with an electric motor that drives the wheels, the hydrogen storage alloy tank is used as the hydrogen tank of the fuel cell, and the hydrogen storage alloy tank is built in the frame pipe constituting the vehicle body, A release valve for releasing the abnormal pressure of hydrogen in the frame pipe is disposed downward of the frame pipe.

An electric vehicle according to the present invention (Claim 4) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. In an electric vehicle equipped with an electric motor that is supplied with a motor and drives a wheel, the space in the frame pipe constituting the vehicle body is configured as a hydrogen tank that stores low-pressure hydrogen, and the abnormal pressure of hydrogen in the frame pipe is released Therefore, a release valve is disposed toward the lower side of the frame pipe.

An electric vehicle according to the present invention (Claim 5) includes a fuel cell, a secondary battery that is charged with at least a part of electric power generated by the fuel cell, and the fuel cell or the power of the secondary battery. In an electric vehicle equipped with an electric motor for driving wheels, the commercially available low-pressure hydrogen cassette can is used for the hydrogen tank of the fuel cell, and the hydrogen cassette can is detachable. To do.

An electric vehicle according to the present invention (Claim 6) includes a fuel cell, a secondary battery to which at least a part of power generated by the fuel cell is supplied and charged, and the power of the fuel cell or the secondary battery. And an electric motor equipped with an electric motor to drive the wheels, a commercially available low-pressure hydrogen cassette can is used for the hydrogen tank of the fuel cell, and the hydrogen cassette can is configured to be detachable. Alternatively, a plurality of spare hydrogen cassette cans are configured to be detachably attached to the inside or the outside of the frame pipe constituting the vehicle body.

An electric vehicle according to the present invention (Claim 7) includes a fuel cell, a secondary battery charged with at least a part of power generated by the fuel cell, and the power of the fuel cell or the secondary battery. In the electric vehicle provided with the electric motor for driving the wheels, the frame pipe constituting the vehicle body is formed to be thick enough to accommodate at least a commercially available low-pressure hydrogen cassette can or a hydrogen storage alloy tank. An open / close lid of a size that allows the contents to be taken in and out of a part of the frame pipe is provided, and a release valve for releasing the abnormal pressure of hydrogen in the frame pipe is disposed downward, One or a plurality of hydrogen cassette cans or hydrogen storage alloy tanks can be accommodated, and the frame pipe is configured to be watertight by the opening and closing lid, and the contents are taken in and out. It is characterized in that is configured to be.

An electric vehicle according to the present invention (invention 8) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. A fuel that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes that sandwich an electrolyte such as a polymer ion exchange membrane in an electric vehicle that is supplied with an electric motor that drives wheels A battery stack, a hydrogen tank for supplying hydrogen to the fuel cell stack, and a blower for supplying air to the fuel cell stack, and when the fuel cell stack is cooled by air blown from the blower The hydrogen tank is disposed adjacent to the fuel cell stack so that the exhaust heat is sent to the hydrogen tank and the hydrogen tank is heated by the exhaust heat. A.

An electric vehicle according to the present invention (Claim 9) includes a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and the power of the fuel cell or the secondary battery. A fuel that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte, such as a polymer ion exchange membrane, in an electric vehicle that is supplied with an electric motor that drives wheels A battery stack, a hydrogen tank for supplying hydrogen to the fuel cell stack, a blower for supplying air to the fuel cell stack, and all of these fuel cell components are accommodated and liquid is passed through air and water vapor. A fuel cell container made of a material or a structure that does not pass through, and a heat shielding plate disposed between one wall surface of the fuel cell container and the hydrogen tank, and blown from the blower The hydrogen tank is disposed adjacent to the fuel cell stack so that exhaust heat when the fuel cell stack is cooled is sent to the hydrogen tank and the hydrogen tank is heated by the exhaust heat, and the hydrogen tank The exhaust heat, which is heated, is reflected by the heat shielding plate and reflected from the one wall surface so that it does not escape to the outside, but is recirculated through the fuel cell housing container and then released to the outside from the other wall surfaces except the one wall surface. It is characterized by comprising.

An electric vehicle according to the present invention (Claim 10) includes a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and the power of the fuel cell or the secondary battery. A fuel that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte, such as a polymer ion exchange membrane, in an electric vehicle that is supplied with an electric motor that drives wheels A battery stack, a hydrogen tank for supplying hydrogen to the fuel cell stack, a blower for supplying air to the fuel cell stack, a DC-DC converter for voltage conversion, and heat insulation of the DC-DC converter The exhaust heat when the fuel cell stack is cooled by the air blown from the blower is sent to the hydrogen tank so that the hydrogen tank is heated by the exhaust heat. While disposed adjacent the hydrogen tank to the fuel cell stack, and is characterized in that the DC-DC converter is arranged adjacent to the hydrogen tank in a state of being insulated.

An electric vehicle according to the present invention (invention 11) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. A fuel that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes that sandwich an electrolyte such as a polymer ion exchange membrane in an electric vehicle that is supplied with an electric motor that drives wheels A battery stack, a hydrogen tank for supplying hydrogen to the fuel cell stack, a blower for supplying air to the fuel cell stack, a DC-DC converter for voltage conversion, and exhaust heat of the fuel cell stack A waste heat utilization duct for supplying the hydrogen tank to the hydrogen tank, and an installation stay on which all these components can be placed and detachably attached to a loading platform such as a bicycle. The exhaust duct supplies the exhaust heat from the fuel cell stack to the hydrogen tank to increase the gas pressure in the hydrogen tank, and the fuel cell is attached to and removed from the stay together with the stay for the fuel for traveling and other uses. The battery is configured to be usable.

An electric vehicle according to the present invention (Claim 12) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. In an electric vehicle including an electric motor that is supplied with an electric motor and drives a wheel, the fuel cell and the secondary battery are connected in parallel during normal running, and the fuel cell and the second battery during running when high output is required. A parallel / series switch for switching the secondary battery so as to be connected in series; and an electric motor controller connected between the parallel / series switch and the electric motor for controlling electric power to the electric motor. It is characterized by that.

An electric vehicle according to the present invention (Claim 13) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. In an electric vehicle including an electric motor that is supplied with an electric motor and drives a wheel, the fuel cell and the secondary battery are connected in parallel during normal traveling, and the fuel cell and the second battery during traveling where high output is required. A parallel / series switch for connecting a secondary battery in series; and an electric motor controller connected between the parallel / series switch and the electric motor for controlling electric power to the electric motor. The motor control device is provided with an overcurrent cut-off function for the electric motor.

An electric vehicle according to the present invention (Claim 14) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. In an electric vehicle including an electric motor that is supplied with electric power and drives a wheel, a solar power generator is disposed at an appropriate place where the solar radiation of the vehicle body is easily hit, and the solar power generator is electrically connected to the secondary battery. It is characterized by being connected.

An electric vehicle according to the present invention (Claim 15) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. In the electric vehicle provided with the electric motor that drives the wheel by supplying the electric motor, the electric motor is a motor / generator combination type in which the motor and the generator are coaxially mounted, and the generator is a headlamp The power generator is configured to be energized directly from the generator to the headlamp during traveling.

An electric vehicle according to the present invention (invention 16) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the fuel cell or the power of the secondary battery. In an electric vehicle including an electric motor that is supplied with a motor and drives a wheel, a brake switch that sends a brake operation signal by applying a brake, and an electric motor that is operated by the signal from the brake switch and applies the brake at the same time And a brake-linked power stop device that stops the supply of all power to the motor.

An electric vehicle according to the present invention (invention 17) includes a fuel cell, a secondary battery charged with at least a part of power generated by the fuel cell, and the power of the fuel cell or the secondary battery. An electric vehicle equipped with an electric motor that is supplied with an electric motor and is provided with a moderation type speed change operation switch that can maintain the speed of the vehicle at a plurality of fixed speeds. .

An electric vehicle according to the present invention (invention 18) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. In an electric vehicle equipped with an electric motor that is supplied with a motor and drives a wheel, a moderation-type speed change operation switch that can maintain the speed of the vehicle at a plurality of fixed speeds is provided near the center of the handle or on the grip. It is characterized by that.

An electric vehicle according to the present invention (Claim 19) includes a fuel cell, a secondary battery charged with at least a part of the power generated by the fuel cell, and the power of the fuel cell or the secondary battery. In an electric vehicle provided with an electric motor for driving wheels, the front wheel driving electric motor, the rear wheel driving electric motor, and `` OFF '' for stopping power supply to both the electric motors, A travel pattern changeover switch capable of switching the travel pattern to 4 patterns of “rear wheel drive”, “front wheel drive” and “front and rear wheel drive”, and the optimum of each electric motor in each travel pattern selected by the travel pattern changeover switch And an electric motor control device that performs control, and the front and rear wheels are made to run with independent functions, and are configured to run with individual control according to a running pattern. Is shall.

An electric bicycle according to the present invention (Claim 20) includes a fuel cell, a secondary battery to which at least a part of the generated power of the fuel cell is supplied and charged, and the power of the fuel cell or the secondary battery. In the electric bicycle provided with the electric motor that drives the wheel by being supplied with the electric motor for driving the front wheels, the electric motor for driving the rear wheels, and `` OFF '' for stopping the power supply to the both electric motors, Driving pattern changeover switch capable of switching the driving pattern to four patterns of “rear wheel driving”, “front wheel driving” and “front and rear wheel driving”, and the optimum of each electric motor in each driving pattern selected by the driving pattern changeover switch An electric motor control device that performs control, travels only by human power when OFF, travels as an electrically assisted bicycle when driving rear wheels, and motorbike when driving front wheels Traveling and all-wheel drive cars with easily skid during front-rear wheel driving of is characterized in that it has construction people capable husband.

An electric bicycle according to the present invention (Claim 21) includes a fuel cell, a secondary battery charged with at least a part of the generated power of the fuel cell, and the power of the fuel cell or the secondary battery. In the electric bicycle provided with the electric motor that drives the wheel by being supplied with, the electric motor for driving the front wheels, the electric motor for driving the rear wheels, and "OFF" for stopping the power supply to both the electric motors, A driving pattern changeover switch that can switch the driving pattern to four patterns of “rear wheel driving”, “front wheel driving”, and “front and rear wheel driving”, and the optimum of each electric motor in each driving pattern selected by the driving pattern changeover switch An electric motor control device that performs control, travels only by human power when OFF, travels as an electrically assisted bicycle when driving rear wheels, and motorbike when driving front wheels And driving the front and rear wheels, it is possible to perform all-wheel driving on slippery road surfaces, and display of these driving patterns, battery remaining amount display, the driving pattern changeover switch, the fuel cell and the fuel cell A traveling monitor having various display functions and switches necessary for traveling such as a parallel / series switching switch of the secondary battery and a parallel / series switching display is arranged at an appropriate position on the handle.

Hereinafter, the present invention will be described based on embodiments shown in the drawings. 1 to 4, an electric bicycle 1 as an example of an electric vehicle according to the present invention includes a fuel cell 2, a secondary battery 3 that is charged by being supplied with at least a part of electric power generated by the fuel cell, a fuel An electric bicycle including an electric motor 5 (front wheel electric motor 5F, rear wheel electric motor 5R) that is powered by the battery 2 or the secondary battery 3 to drive the wheels 4 (front wheels 4F, rear wheels 4R). The hydrogen storage alloy tank 6A is used as the hydrogen tank 6 of the fuel cell 2, and the hydrogen storage alloy tank 6A is detachable, that is, detachable from the fuel cell 2 or the vehicle body 8.

One of the hydrogen storage alloy tanks 6A is used in the fuel cell 2 as shown in the figure, and the spare one is, for example, a frame that forms one or more hydrogen storage alloy tanks 6A in the vehicle body 8. The pipe 9 (upper frame pipe 9A, lower frame pipe 9B) may be detachably attached inside or outside.

As described above, the hydrogen storage alloy tank 6A is used as an example of the hydrogen tank 6 because the charged hydrogen pressure is low and there is no risk of explosion. Because it can be handled without a large amount of jetting, and without a license for handling high-pressure pressure vessels, it is easy to obtain permission from the government for running on public roads, and it is also possible to run indoors. As described above, it is of a size that can be mounted on the loading platform 10 of the electric bicycle 1, and the practical merits such as a cruising distance of about 250 km can be obtained with only one hydrogen storage alloy tank 6A. is there.

The hydrogen storage alloy tank 6A is detachably attached to the vehicle body 8 or the fuel cell 2 (in other words, replaceable). When the hydrogen fuel runs out, it can be easily replaced with a spare one on the road or the like. This is because the vehicle can run as it is without refueling from the outside, and the cruising distance of the electric bicycle 1 can be increased. Also, in a hydrogen station (similar to the current gas station), hydrogen By preparing a hydrogen storage alloy tank 6A that is filled and selling it, the user deposits an empty one, and purchases and replaces the filled one, so that hydrogen fuel can be obtained in a very short time. This is because any hydrogen station can supply the water.

Further, as shown in FIG. 3, the hydrogen tank 6 uses a hydrogen storage alloy tank 6A as the hydrogen tank 6 of the fuel cell 2, and the hydrogen storage alloy tank 6A is used as a frame pipe 9 constituting the vehicle body 8, ie, the upper part. A release valve 11 (11A, 11B), which is built in the frame pipe 9A and the lower frame pipe 9B and releases the abnormal pressure of hydrogen in the frame pipe, is directed downward to the upper frame pipe 9A and the lower frame pipe 9B. May be provided respectively.

Further, the hydrogen tank 6 is referred to FIG. 3 (meaning that the hydrogen storage alloy tank 6A in FIG. 3 is removed to make this a space and filled with hydrogen itself), and the frame pipe 9 (upper frame) constituting the vehicle body 8 is used. The space in the pipe 9A and the lower frame pipe 9B) is configured as a hydrogen tank 6 for storing low-pressure hydrogen, and the release valve 11 (11A, 11B) for releasing the abnormal pressure of hydrogen in the frame pipe is used as the upper frame pipe 9A. And it may be arranged in the lower frame pipe 9B in the same manner as in the case of the hydrogen storage alloy tank 6A.

As shown in FIGS. 1 and 4, the hydrogen tank 6 may use a commercially available low-pressure hydrogen cassette can 6 </ b> B, and the hydrogen cassette can be detachable from the fuel cell 2 or the vehicle body 8. . This commercially available hydrogen cassette can 6B has an extremely low pressure of 98 N / cm ² (10 kg / cm ² ) in consideration of safety, like a commercially available propane gas cassette can (not shown). The cruising distance is about 2 to 3 km with one hydrogen cassette can 6B. Therefore, for example, if one fuel cell 2 and four spare hydrogen cassette cans 6B are mounted, it is configured to be able to travel about 10 to 15 km while replacing the hydrogen cassette cans 6B. .

In FIG. 1, the hydrogen cassette can 6B is detachably attached to the lower frame pipe 9B as an example by the elasticity of the fixture 12 welded to the lower frame pipe. The hydrogen cassette can 6B has a lid 6a (see FIG. 4), but the lid 6a is not shown.

In the embodiment shown in FIGS. 1, 2 and 4 to 6, a commercially available low-pressure hydrogen cassette can 6B (the illustrated one is limited to a spare) is used for the hydrogen tank 6, and the hydrogen cassette can is used as a fuel cell. 2 or detachably attached to the vehicle body 8 and one or more spare hydrogen cassette cans 6B are detachably attached to the inside or outside of the frame pipe 9 constituting the vehicle body 8. .

In particular, in the embodiment shown in FIGS. 4 to 6, the frame pipe 9 (9A, 9B) constituting the vehicle body 8 is at least a commercially available low-pressure hydrogen cassette can 6B or hydrogen storage alloy tank 6A (limited to a circular section). However, the opening and closing lid 13 is provided in a part of the frame pipe 9 so that the contents can be taken in and out, and the hydrogen in the frame pipe 9 A release valve 11 (11A, 11B) for relieving abnormal pressure is disposed on the frame pipe 9 so as to face downward, and one or a plurality of low-pressure hydrogen cassette cans 6B or hydrogen storage alloys are disposed in the frame pipe 9. The tank 6A (not shown) is configured to be accommodated, and the frame pipe 9 is configured to be watertight by the opening / closing lid 13, and the contents can be taken in and out. As described above, instead of the hydrogen cassette can 6B, a hydrogen storage alloy tank 6A (not shown) having the same outer shape as this can be similarly incorporated in the frame pipe 9.

The hydrogen cassette can 6B is accommodated with its lid 6a covered, and a partition wall 9a to which an elastic body 14 is attached is provided at the upper part of the frame pipe 9 as a stopper, and a bottom surface 9b at the lower part. The elastic body 15 such as a spring is accommodated between the two, the elastic body presses the two hydrogen cassette cans 6B upward, presses them against the partition wall 9a, and the inner surface 13a of the open / close lid 13 has a sponge or the like. The hydrogen cassette can 6B is pressed downward through the elastic body, and the hydrogen cassette can 6B is attached to the 3 through the elastic bodies 14, 15, 16 by the opening / closing lid 13 in this way. By pressing from the side, the hydrogen cassette can is configured not to make a sound or to be damaged by vibration during running of the electric bicycle 1.
Further, an elastic U-shaped seal member 18 is attached to a contact portion of the opening / closing lid 13 with the opening 9c of the frame pipe 9, and the seal member is in close contact with the opening 9c of the frame pipe 9. Thus, the inside of the frame pipe 9 is configured to be kept watertight.

A hinge 19 is attached between the opening / closing lid 13 and the frame pipe 9, and a lever 20 and a latch 21 attached rotatably on the lever are fixed to the frame pipe 9 side. A hook 22 on which a latch 21 is hung is fixed to the 13 side. Then, the lever 20 is loosened upward, the latch 21 is hooked on the hook 22, and the lever 20 is pushed downward, whereby the opening / closing lid 13 is firmly closed in a watertight state via the hook 22. A lock (not shown) for preventing theft of the hydrogen cassette can 6B is attached to the opening / closing lid 13, the lever 20, the hook 22, and the like.

Next, the fuel cell 2 will be described in detail with reference to FIGS. 1 to 4 and FIGS. 7 to 9. The fuel cell 2 of the present invention causes an electrochemical reaction by supplying hydrogen and oxygen to different electrodes (hydrogen electrode = anode electrode and oxygen electrode = cathode electrode) sandwiching an electrolyte such as a polymer ion exchange membrane, respectively. A fuel cell stack 23 for generating power, a hydrogen tank 6 for supplying hydrogen to the hydrogen electrode of the fuel cell stack, and a blower 24 for supplying oxygen (air) to the oxygen electrode of the fuel cell stack 23. The hydrogen tank 6 is configured so that the exhaust heat generated when the oxygen is supplied to the oxygen electrode of the fuel cell stack 23 by the blower 24 and is cooled and sent to the hydrogen tank 6 is heated by the exhaust heat. Is disposed adjacent to the fuel cell stack 23.

In FIG. 9, a fuel cell container 25 made of a material or structure that contains all of the components of the fuel cell 2 and does not allow liquid to pass through air and water vapor, and a wall surface 25 a of the fuel cell container 25. And a heat shielding plate 26 disposed between the hydrogen tank 6 and oxygen supplied to the fuel cell stack 23 by air blown from the blower 24 and exhaust heat when being cooled is sent to the hydrogen tank 6. The hydrogen tank 6 is disposed adjacent to the fuel cell stack 23 so that the hydrogen tank is heated by the exhaust heat, and the exhaust heat that has heated the hydrogen tank 6 strikes the heat shielding plate 26 and is reflected from the one wall surface 25a to the outside. After recirculation in the fuel cell storage container 25 without escaping, it is configured to be discharged to the outside from the other wall surfaces 25b, 25c, 25d except the one wall surface 25a. In addition, you may make it discharge | release also from upper direction and the downward direction.

In the fuel cell container 25, a DC-DC converter 28 for voltage conversion and a heat insulating material 29 of the DC-DC converter 28 are accommodated, and the hydrogen tank 6 is in a state where the DC-DC converter 28 is insulated. It is arranged adjacent to.

The fuel cell storage container 25 naturally protects the fuel cell 2 from rain so that the electric bicycle 1 can travel outdoors in rainy weather, so that it can travel without trouble even in heavy rains such as typhoons and thunderstorms. Must be capable of passing air and water vapor through it. Therefore, it is also possible to use a cocoon-like material knitted with plants such as bamboo, wood and grass. Moreover, the thing using the louver of the structure where rain does not insert from the upper part can also be used.
However, such organic materials may be put to practical use to some extent, but considering the mass productivity, durability, design quality, etc., these are inorganic materials that make full use of advanced technology and have the above-mentioned required characteristics. It is desirable to use a material that satisfies the requirements, for example, a special and high-performance cloth used in space development. The fuel cell container 25 shown in FIGS. 1 to 4 and 7 uses a cloth made of a special high-functional material used in such space development, and is a very expensive material. It has sufficient performance. In other words, air and water vapor as exhaust gas are allowed to pass through, but liquid is not allowed to pass through, so that no matter how severe it is, the internal fuel cell 2 or electrical components are not wetted by the rain. Then, one part is formed in a knitted pattern and the other part is formed in a leather-like shape, and the entire fuel cell 2 is united and fixed to the vehicle body 8 by two bands 30 via a length adjusting buckle 31. The fuel cell 2 is configured by tightening together with the loading platform 10, and the entire fuel cell 2 is fixed to the loading platform 10 of the electric bicycle 1.

The hydrogen storage alloy tank 6A is disposed in the lower part, and the fuel cell stack 23 is placed thereon, and a blower 24 is attached to a side surface 23a of the fuel cell stack. In FIG. 9, an air suction port 25 e is provided in a part of the fuel cell housing container 25 in the vicinity of the blower 24, which is the fuel cell housing container 25 surrounding the blower 24 in the fuel cell 2 of FIG. 7. It is realized by the stitches and air permeability.
Further, the DC-DC converter 28 and its heat insulating material 29 in FIG. 9 are arranged on the front side in the figure of the fuel cell stack 23 in the fuel cell 2 of FIG. 8, and the DC-DC converter 28 is disposed in the hydrogen storage alloy tank 6A. 7 and 8, the fuel cell stack 23 has an electric wire 23b for taking out electric power, and the electric wire has an end portion thereof. A plug 23c is attached to the DC-DC converter 28, other control devices, and the secondary battery 3 through another plug (not shown) through the plug.

The hydrogen storage alloy tank 6A and the hydrogen electrode (not shown) of the fuel cell stack 23 are shown as a hydrogen supply opening / closing valve 17 (shown only in FIG. 9 in the hydrogen supply pipe 32 and not shown in other drawings). ) And a hydrogen regulator 33, and the hydrogen supply opening / closing valve 17 is opened, so that the hydrogen whose flow rate is adjusted by the hydrogen regulator 33 from the hydrogen storage alloy tank 6A by the hydrogen supply pipe 32 is the hydrogen electrode of the fuel cell stack 23. It is comprised so that it may be supplied to.

  Further, the fuel cell stack 23 is provided with a drain valve 34 for evacuating the hydrogen electrode air of the fuel cell stack 23 when the fuel cell 2 is started, and filling the inside with hydrogen. By opening 34 for a short time, a drain pipe 23 d for extracting air from the hydrogen electrode is connected to the hydrogen electrode of the fuel cell stack 23. When the hydrogen supply opening / closing valve 17 is opened and the drain valve 34 is opened while the hydrogen regulator 33 is adjusted and the hydrogen is being sent from the hydrogen storage alloy tank 6A while the air is being fed, Since this changes to hydrogen, immediately after confirming that hydrogen has started to be released, the drain valve 34 is immediately closed, so that the hydrogen storage alloy tank 6 Continued to hydrogen is supplied to the hydrogen electrode of the fuel cell stack 23 is configured to power generation is started.

At this time, in FIG. 9, air is sucked in from the outside as indicated by an arrow A by a blower 24 and supplied to the oxygen electrode of the fuel cell stack 23 as indicated by an arrow B to generate electricity by chemically reacting with hydrogen at the hydrogen electrode. After that, a part of the water vapor is discharged as it is from the wall surface 25c of the fuel cell housing container 25 as indicated by the arrow C, and the others are sent to the hydrogen storage alloy tank 6A as indicated by the arrow D to heat it. After passing, the light hits the heat shielding plate 26 as shown by arrows E and F, changes its direction, flows sideways and recirculates in the fuel cell 2, and gradually cools and finally the walls 25b, 25c and 25d. To the outside as indicated by arrows C, G, H.

Next, another embodiment of the fuel cell 2 shown in FIGS. 10 and 11 will be described. The fuel cell 2 includes a fuel cell stack 23 and a hydrogen tank for supplying hydrogen to the hydrogen electrode of the fuel cell stack. 6, a blower 24 for supplying air to the oxygen electrode of the fuel cell stack 23, a DC-DC converter 28 for voltage conversion, a heat insulating material 29 therefor, and the exhaust heat of the fuel cell stack 23 is transferred to the hydrogen tank 6. The exhaust heat utilization duct 34 to be supplied to the vehicle, and an installation stay 35 on which all of these components can be placed and can be directly detachably attached to the loading platform 10 such as a bicycle. The exhaust heat from the fuel tank 2 is supplied to the hydrogen tank 6 to increase the gas pressure in the hydrogen tank, and the fuel cell 2 is attached to and detached from the installation stay 35 together with the fuel cell for traveling and other uses. It is obtained by operably configure.

In this embodiment, two hydrogen storage alloy tanks 6A are used, which are respectively fixed to the vertical surfaces 35a of the U-shaped cross section of the installation stay 35. The horizontal surface 35b includes the fuel cell stack 23 and the DC-DC. The converter 28 and the heat insulating material 29 therefor are fixed, respectively, and the DC-DC converter 28 is thermally insulated and is disposed adjacent to the hydrogen storage alloy tank 6A. A hydrogen supply opening / closing valve 17 and a hydrogen regulator 33 are attached to each hydrogen storage alloy tank 6A, and a hydrogen supply pipe 32 is connected to the hydrogen electrode of the fuel cell stack 23 through the hydrogen supply opening / closing valve and the hydrogen regulator. ing. The blower 24 is attached to the side surface 23 a of the fuel cell stack 23. Note that only one hydrogen supply opening / closing valve 17 and one hydrogen regulator 34 are provided, and both the hydrogen storage alloy tanks 6A, 6A are connected by pipes (not shown), and the one hydrogen supply opening / closing valve and hydrogen regulator (whichever (Not shown) may be used to supply / stop hydrogen and adjust the supply amount of hydrogen.

The space 35c having a U-shaped cross section is used to be placed on the loading platform 10 so as to straddle the loading platform 10 of the electric bicycle 1, and to be easily attached to and detached from the loading platform 10. Other configurations, that is, other configurations such as the fuel cell container 25 (indicated by phantom lines in FIG. 10) are the same as those of the embodiment shown in FIG. The description is omitted.

Next, the electric bicycle 1 (see FIG. 1 etc.) provided with the parallel / series switch 36 of the fuel cell 2 and the secondary battery 3 shown in FIGS. The electric bicycle 1 includes a fuel cell 2, a secondary battery 3 that is charged by being supplied with at least a part of the generation of the fuel cell, and a wheel 4 that is supplied with power from the fuel cell 2 or the secondary battery 3. In an electric bicycle 1 including an electric motor 5 (front wheel electric motor 5F, rear wheel electric motor 5R) for driving (see FIG. 1 and the like), the fuel cell 2 and the secondary battery 3 are connected during "normal running". A parallel / series changeover switch 36 for switching the fuel cell 2 and the secondary battery 3 to be connected in series at the time of “power running” that is connected in parallel and requires high output, and the parallel / series changeover switch and the electric motor 5 and an electric motor control device 38 for controlling electric power to the electric motor, and these are electrically connected as shown in FIGS.

The parallel / series changeover switch 36 is connected between the fuel cell 2 and the secondary battery 3, and the movable piece 36 a connected to the negative terminal side of the fuel cell 2 is connected to the positive terminal side of the secondary battery 3. The contact 36b and the contact 36c connected to the negative terminal side of the secondary battery are selectively switched and connected to the contact 36b connected to the positive terminal side of the secondary battery 3. The connected movable piece 36d is configured to be connected to or disconnected from the contact 36e connected to the positive terminal side of the fuel cell 2, and these movable pieces 36a and 36d are interlocked as shown by broken lines. 14 is configured to simultaneously switch the movable segments 36a and 36d by rotating the single knob 36f of the actual parallel / series switch 36 provided in the travel monitor 39 shown in FIG.

When the movable piece 36a is connected to the contact 36c (when connected in parallel in FIG. 12), the movable piece 36d is always connected to the contact 36e, and the movable piece 36a is connected to the contact 36b (FIG. 13). At the time of series connection), the movable piece 36d is always separated from the contact 36e so that the contact 36b, 36e is cut off.

The electric motor control device 38 can control the front wheel electric motor 5F and the rear wheel electric motor 5R simultaneously and in the same manner, and can control each of the electric motors 5F and 5R independently. Of course, a computer (not shown) is incorporated so that not only the voltage but also the current can be controlled.

Furthermore, the electric motor control device 38 has an overcurrent cutoff function of the electric motor 5 (5F, 5R), and is configured to prevent damage to other electric devices in addition to the electric motor 5. .

In FIG. 1, the secondary battery 3 is attached to the seam frame pipe 9D and disposed adjacent to the fuel cell 2, and the front wheel electric motor 5F is built in the hub 4a of the front wheel 4F (hub-in). The rear wheel electric motor 5R is disposed below the rotating shaft 41 of the foot pedal 40, and its rotation is decelerated by the mechanical speed reducer 5a and passes through the rotating shaft 41. The rear wheel 4R is driven through the spoke 44 by being transmitted to the sprocket 43 by the chain.

When the foot pedal 40 is stepped on manually, the power from the mechanical speed reducer 5a is reduced or disconnected by a control operation by a clutch (not shown) or an electric assist control device (not shown) and mainly from the crank 41a. The power of the foot is transmitted to the rotating shaft 41.

Next, an embodiment in which a solar power generator 45 as an auxiliary power source for the secondary battery 3 is attached to the electric bicycle 1 shown in FIG. 16 will be described. The solar power generator is likely to be exposed to the sun rays S of the vehicle body 8. In a suitable place, for example, in the illustrated embodiment, the solar battery 45 is disposed on the lid 48 of the shopping basket 46 above the front wheel 4F and is electrically connected to the secondary battery 3.
These elements of the electric bicycle 1 are shown in a block diagram as shown in FIG. 17, and the solar power generator 45 is provided when the other charger 49 (and a power generator 50 described later) is installed. The secondary battery 3 is connected to the secondary battery 3 together with the path through the fuel cell 2 from the hydrogen tank 6 and the secondary battery 3 is joined, and electric power and signals are sent from the secondary battery to the electric motor control device 38 for control. The generated voltage and current are supplied to the electric motor 5, and a mechanical output is generated by the mechanical speed reducer 5a.

Next, in FIG. 18, the generator 50 is disposed coaxially with the electric motor 5 (which may be disposed on the rear wheel 4 </ b> R) incorporated in the hub 4 a of the front wheel 4 </ b> F of the electric bicycle 1. Examples will be described. In this embodiment, the front wheel electric motor 5F is a motor / generator combined type in which the front wheel electric motor 5F and the generator 50 are mounted on the same axis as the fixed shaft 51 of the front wheel 4F. It is directly connected to the lamp 57 and is configured so that the headlamp 57 is energized from the generator 50 during traveling. In the case of an electrical system failure at night, the headlamp is lit as long as the vehicle is traveling. Thus, the driving safety at night is ensured. Therefore, the generator 50 may have a very small output voltage of 2 to 3 V, and it is considered that the running resistance during manpower running is also very small.
As shown in FIG. 17, the generator 50 may also be connected to the secondary battery 3 so that the headlamp 57 can be energized via the secondary battery 3. May be used for a regenerative brake that increases its capacity and exerts a large braking force. Further, the front wheel electric motor 5F and the rear wheel electric motor 5R may be switched to a braking dynamo during braking and used for regenerative braking.

The fixed shaft 51 is fixed to the front frame 9E of the vehicle body 8 of the electric bicycle 1 by means of screws or the like, and the hub 4a is fixed to the fixed shaft 51 via a bearing 52, inside the hub, on the left side in the figure. The electric motor coil 53 and the electric motor rotor 54 are arranged on the right side, and the generator coil 55 and the generator rotor 56 are arranged on the right side. Both rotors are fixed to the fixed shaft 51, and both the coils and the hub 4a are arranged. The front wheel 4F is configured to rotate around each rotor, and the front wheel 4F is rotationally driven by the spokes 44 implanted in the hub 4a with reference to FIG.
In FIG. 1, the headlight 57 for running at night is fixed to the head frame pipe 9C and directly connected to the generator 50. The electric power of the generator 50 passes through an optical sensor (both not shown). It is connected and arranged so that it lights up only at night, and automatically lights up when the surroundings are dark while driving, and automatically turns off when the surroundings are bright.

Next, in FIG. 1, a brake switch 60 (left brake switch 60L, right brake switch 60R) attached to a brake lever 59 (left brake lever 59L, right brake lever 59R) attached to the handle 58 of the electric bicycle 1; A brake-linked power stop device (not shown) will be described.
Each brake switch 59 (59L, 59R) and the brake-linked power stop device send a brake operation signal by applying a brake, and is activated by applying a signal from the brake switch to apply the brake. It is configured to stop the supply of all power.

Next, the shift operation switch 62 of the electric bicycle 1 will be described with reference to FIGS. The shift operation switch 62 of the electric bicycle 1 according to the present invention can maintain the vehicle speed at a plurality of stages, for example, four stages of fixed speeds of first speed, second speed, third speed, and fourth speed (TOP). This is a moderation type speed change operation switch.
In FIG. 19, the knob 62a can be moderately rotated from the OFF position (assuming the stop state) to the scale positions (1), (2), (3), and (TOP). The rotating shaft (not shown) of the knob 62a is a contact rotor (not shown) that rotates while being connected to and disconnected from an electrical contact that is supplied to the electric motor 5 with a voltage and current value suitable for each speed step. Can be easily adjusted by simply rotating the knob 62a, and the speed once set does not change even when the operation is released, and the speed is maintained as it is. For example, the maximum speed at the TOP position is set to about 25 km / h.

The shift operation switch 62 may be attached to an appropriate position of the handle 58 as shown in FIG. 1, for example, a stay 63 which is fixed to protrude slightly upward near the center of the handle 58, as shown in FIGS. In addition, the grip 61 is configured as a knob 62a of the speed change operation switch 62, and a mark line 62c is engraved at a position facing the speed scale 62b on the handle 58 side of the grip 61. By rotating forward (counterclockwise), the speed scale 62b can be adapted to each speed stage, and the speed change operation can be moderately performed as in the case of FIG. Good.
Further, as shown in FIG. 14, two shift operation switches 62 may be attached to both the handle 58 and the grip 61 so that they can be operated from either one.

Next, the traveling pattern switching device 65 of the electric bicycle 1 according to the present invention will be described with reference to FIGS. 12, 13, 15, 17, and 22. FIG. The traveling pattern switching device 65 of the electric bicycle 1 includes a traveling pattern switching switch 66 and an electric motor control device 38. At least a part of the generated electric power of the fuel cell 2 and the fuel cell is supplied and charged. In the electric bicycle 1 including the secondary battery 3 and the fuel cell 2 or the electric motor 5 that is supplied with electric power of the secondary battery 3 and drives the wheels 4, an electric motor 5F for driving the front wheels, and a rear wheel Driving that can switch the driving pattern to four patterns of “OFF”, “rear wheel driving”, “front wheel driving”, and “front and rear wheel driving” for stopping the electric motor 5R for driving and power supply to both the electric motors A pattern changeover switch 66 and an electric motor control device 38 for optimally controlling each electric motor in each travel pattern selected by the travel pattern changeover switch; It is run in each independent function, which is constituted so as to run by performing the individual control by the travel pattern.

When the vehicle is turned off as shown in FIG. 22, the vehicle is driven only by human power, when the rear wheel is driven as shown in FIG. 23 as a motor-assisted bicycle, when the front wheel is driven as shown in FIG. It is configured such that all-wheel drive traveling on a slippery road surface during driving is possible.

Next, the electric bicycle 1 of the present invention equipped with the travel monitor 39 will be described with reference to FIGS. The electric bicycle 1 includes an electric motor 5F for driving front wheels, an electric motor 5R for driving rear wheels, and “OFF”, “rear wheel driving”, “front wheels” for stopping power supply to both the electric motors 5F and 5R. Driving pattern switching switch 66 capable of switching the driving pattern to four patterns of “driving” and “front and rear wheel driving”, and an electric motor control device that performs optimal control of each electric motor in each driving pattern selected by the driving pattern switching switch 38. The driving pattern display 70, the battery remaining amount display 71, and the driving pattern changeover switch 66 (FIG. 15) are configured respectively. A push button type), a power switch 68, a parallel / series switch 36 for the fuel cell 2 and the secondary battery 3 and a parallel / series switch display 72, etc. The monitor 39 is disposed at an appropriate position on the handle 58, that is, at a position that can be easily seen by the driver.

The present invention is configured as described above, and the operation thereof will be described below.
First, in FIG. 1 and FIG. 15, the start of the fuel cell 2 of the electric bicycle 1 will be described. When the power switch 68 is turned on, the display unit of the power switch 68 of the travel monitor 39 shown in FIG. The blower 24 of the fuel cell 2 starts rotating with the electric power of 3, and the air is sent to the oxygen electrode of the fuel cell stack 23 to be able to generate power.
Therefore, when the hydrogen supply opening / closing valve 17 (shown only in FIG. 9) of the hydrogen storage alloy tank 6A is opened and the hydrogen pressure is adjusted by the hydrogen regulator 33 so that an appropriate amount of hydrogen is supplied, the hydrogen is supplied to the hydrogen supply pipe. 32, the hydrogen supply opening / closing valve 17 and the hydrogen regulator 33 are entered, and then sent to the hydrogen electrode of the fuel cell stack 23.
When the hydrogen drain valve 27 is opened here, the hydrogen that has entered the hydrogen electrode of the fuel cell stack 23 during the stop of the fuel cell 2 is expelled from the hydrogen electrode, so that the hydrogen flows out from the drain pipe 23d. As soon as this is detected by hand touch or the like, the drain valve 27 is closed.

Through the above operation, hydrogen is sent from the hydrogen storage alloy tank 6A to the hydrogen electrode of the fuel cell stack 23, and oxygen is also sent to the oxygen electrode by the blower 24, whereby the polymer ion exchange membrane in the fuel cell stack 23, etc. Hydrogen and oxygen are respectively supplied to different electrodes sandwiching the electrolyte, ie, hydrogen electrode = anode electrode and oxygen electrode = cathode electrode, to generate an electrochemical reaction and to start power generation. In 17, the electric battery 1 is supplied to the secondary battery 3 and stored there, and the electric bicycle 1 is in a state in which only the secondary battery 3 or the fuel cell 2 or both batteries can be electrically driven.
Which of the electric power of the fuel cell 2 and the secondary battery 3 is used can be determined by the driver's will or automatic control. However, it is possible to run only with the electric power of the fuel cell 2 or, for example, to display the display in the exhibition hall, only with the electric power of the fuel cell 2, for example, only the front wheel 4F is floated and idled. This switching can be performed by the travel pattern switching switch 66 or the electric motor control device 38 of FIG.

Next, the operation in the fuel cell 2 will be described. In FIG. 9, external air enters the fuel cell 2 as indicated by the arrow A by the rotation of the blower 24, and the fuel cell stack 23 as indicated by the arrow B in FIG. And is supplied to the oxygen electrode.
On the other hand, from the hydrogen storage alloy tank 6A, hydrogen enters the fuel cell stack 23 as indicated by the arrow I through the hydrogen supply pipe 32 and the hydrogen regulator 33, and is supplied to the hydrogen electrode. As a result, power generation is started, the blower 24 continues to operate, and power generation continues without interruption as long as hydrogen is supplied. In the embodiment of the present invention, a voltage of 24 V and an output of 0.3 kW are generated. The electric power is taken out from the electric wire 23b and supplied to the secondary battery 3 to be stored. The hydrogen storage alloy tank 23 is filled with 500 NL of hydrogen, and one hydrogen storage alloy tank 23 can travel about 250 km.

When power generation is performed in the fuel cell stack 23, water vapor as exhaust gas is generated by the combination of hydrogen and oxygen, and the fuel cell stack 23 also generates heat. For this reason, the water vapor becomes high temperature, and a part thereof flows out from the wall surface 25c of the fuel cell container 25 as indicated by the arrow C, but most of the water vapor is sent to the hydrogen storage alloy tank 6A as indicated by the arrow D to heat it. To do. As a result, the hydrogen storage alloy tank 6A, which tends to be self-cooled by the heat of vaporization due to the release of hydrogen, is heated and maintained at an appropriate temperature, and the original gas pressure of hydrogen is continuously obtained and activated to be smoothly performed. Continues to be supplied with hydrogen.

The water vapor that has passed through the hydrogen storage alloy tank 6A is cooled a little, hits the heat shield plate 26, reflects, changes its direction as indicated by arrows E and F, flows along the heat shield plate 26, and bends at a right angle. It flows along the wall surfaces 25b and 25d as indicated by arrows E and F, circulates, and eventually flows out from each wall surface except the one wall surface 25a to the outside as indicated by arrows G and H, and is exhausted.

Further, although the DC-DC converter 28 is disposed adjacent to the hydrogen storage alloy tank 6A, there is no heat exchange between the hydrogen storage alloy tank 6A because the heat insulating material 29 is interposed therebetween, Each operation can be performed independently without any influence on each other.
Further, since the water vapor slightly cooled by the hydrogen storage alloy tank 6A flows into the side where the heat insulating material 29 of the DC-DC converter 28 does not exist (left side of the DC-DC converter 28 in FIG. 9), the DC-DC converter 28 Cooled by the water vapor, the heat generation is moderately suppressed and always kept at an appropriate temperature.

Thus, in the present invention, the cooling effect by the external air in the fuel cell 2, the self-cooling effect by the hydrogen release of the hydrogen storage alloy tank 6A, the heat generation effect by the fuel cell stack 23, and the exhaust heat accompanying this series of power generation operations. Is skillfully reused in the fuel cell container 25, and the self-circulating action of the fuel cell 2 itself keeps all its components physically stable, and provides a special heat source for cooling and heating from the outside. The fuel cell 2 can be continuously operated without any need.

The fuel cell container 25 allows air and water vapor to pass through, but does not allow liquids, that is, rain water, to pass through. Therefore, the fuel cell 2 itself always discharges water vapor to the outside by power generation. The fuel cell 2 is not damaged due to getting wet, and power generation can be continued.

Next, the traveling operation of the electric bicycle 1 will be described. At this time, since the knob 62a of the shift operation switch 62 in FIG. 19 is still set to the “OFF” position, the travel pattern display on the travel monitor 39 shown in FIG. Thus, the electric bicycle 1 does not run at all depending on electric power. Further, since “OFF” is selected by the operation of the traveling pattern changeover switch 66 of FIG. 15, the electric bicycle 1 does not travel electrically.

Therefore, in FIG. 22, when the driver steps on the foot pedal 40 with the foot 73, the crank 41 a rotates as indicated by the arrow J, and normal human power traveling can be performed. In this case, the power switch 68 is already turned on as described above for the start of the fuel cell 2 (the power switch 68 is naturally turned off when only manual operation is performed, and the power generation of the fuel cell 2 is stopped). However, even if the power switch 68 is OFF, the headlight 57 (see FIG. 1, not shown in FIGS. 22 to 25) is connected to the generator 50 that rotates with the front wheel 4F (see FIG. 1). The headlamp 57 is lit or extinguished only by running / stopping the electric bicycle 1 or turning on / off the light sensor switch, so that it does not turn on during bright daytime. It can be turned on automatically only in dimly lit evenings and at night, and it can be safely driven as a normal bicycle, and the headlamp 57 is replaced with a light emitting diode, so the power consumption is very small. Turning the electrical 50 may foot travel in the same light as the absence of the generator 50. Since the generator 50 is stopped when the electric bicycle 1 is parked or stopped, the headlamp 57 is naturally turned off, so that a manual flashing operation is not necessary.

Next, the electric traveling of the electric bicycle 1 will be described. First, when the parallel / series changeover switch 72 of FIG. 15 is operated and the knob 36f is set to the “parallel” position where the fuel cell 2 and the secondary battery 3 are connected in parallel, the electric circuit becomes the state of FIG. The positive terminals of the fuel cell 2 and the secondary battery 3 are connected to each other and connected to the positive terminal of the electric motor control device 38, and the negative terminals of both batteries are connected to each other to connect the negative terminals of the electric motor control device 38. Therefore, the fuel cell 2 and the secondary battery 3 are connected in parallel, and the electric motor control device 38 is supplied with electric power having a maximum voltage of 24 V. Similarly, the electric motor 5 (5F, 5R) is also supplied. It is set to the “normal running” state in which power of a maximum voltage of 24V is supplied.

Next, in FIG. 15 and FIG. 23, “rear wheel drive” is selected by the travel pattern changeover switch 66. As a result, the “rear wheel” in the display of the travel pattern on the travel monitor 39 shown in FIG. 15 is turned on, and the electric bicycle 1 is ready to start traveling as a rear wheel drive electric assist type bicycle.
Therefore, the driver (not shown) grasps the handle 58 and sits on the saddle 64, and adjusts the knob 62a of the shift operation switch 62 in FIG. 19 to the “OFF” position. Even if the shift operation switch 62 is in the “OFF” position, since the travel pattern changeover switch 66 is “rear wheel drive”, the power from the fuel cell 2 and the secondary battery 3 is shown in FIG. Is supplied to the rear wheel electric motor 5R as indicated by an arrow K. The rear wheel electric motor is driven from the foot 73 when the driver depresses the foot pedal 40 with the foot 73 and causes the electric bicycle 1 to travel. The transmitted treading force is detected as a torque signal applied to the rotating shaft 41, and this torque signal is input to the electric motor control device 38. The electric motor control device 38 applies to the rear wheel electric motor 5R according to the magnitude of the stepping force. Electric power assist type self-motor is provided, such as supplying optimal power, assisting the rear wheel electric motor 5R, and reducing the stepping force of the driver by that amount, allowing easy climbing even on steep hills. It can be carried out running as a car.

Next, as shown in FIG. 24, a case will be described in which the traveling pattern changeover switch 66 is operated to select “front wheel driving” and perform front wheel driving traveling. When “front wheel drive” is selected by the travel pattern changeover switch 66, the “front wheel” in the travel pattern display of the travel monitor 39 shown in FIG. 15 is turned on, and then the knob 62 of the speed change operation switch 62 is turned to the “OFF” position. Then, “1”, that is, the first speed is selected. As a result, the power of the fuel cell 2 and the secondary battery 3 is supplied only to the front wheel electric motor 5F as indicated by the arrow M, and the front wheel electric motor rotates as indicated by the arrow N, and the front wheel 4F starts to rotate gently. Then, the electric bicycle 1 starts low-speed traveling with only front wheel drive.
In this case, the energization of the rear wheel electric motor 5R is completely cut off, and the driver does not need to step on the foot pedal 40 at all, and the electric bicycle 1 travels as a motorized bicycle.

Therefore, when the driver wants to increase the traveling speed, the knob 62a of the speed change operation switch 62 is turned to select “2”, that is, the second speed. As a result, the supply voltage and current from the fuel cell 2 and the secondary battery 3 increase, and the speed of the electric bicycle 2 increases. If the driver wants to maintain this speed, the shift operation switch 62 is left as it is. As a result, the electric bicycle 1 continues to run at a constant speed at the maximum speed determined at the second speed.

In order to travel at the maximum speed, the knob 62a of the speed change operation switch 62 is further turned to pass the position "3" via "3". Since it is supplied to 5F, it can travel at a constant speed of, for example, a maximum speed of 25 km / h, and this speed is maintained as long as the speed change operation switch 62 is not operated. Therefore, it is not necessary for the driver to try to adjust the speed frequently or nervously while traveling, and the grip 61 as the speed change operation switch 62 shown in FIGS. However, since it is only necessary to touch lightly for driving operation, the fatigue is reduced.

Next, another use of this front wheel drive travel pattern will be described. For example, in an exhibition hall, there is a case where it is desired to demonstrate as an example that the front wheel electric motor 5F rotates as an example of the electric motor 5 only by the electric power of the fuel cell 2. Yes, in such a case, the front wheel 4F is lifted and floated, and the front wheel 4F is set to idle. Then, the front wheel 4F is idled by the front wheel electric motor 5F while generating power by operating the fuel cell 2 by selecting the traveling pattern of the front wheel drive. At this time, by making the audience know that the supply of power from the secondary battery 3 is cut off, the practicality of the fuel cell 2 can be easily understood, Expected to produce results.

Note that this can be done in the same manner even in a rear-wheel drive traveling pattern if the rear wheel 4R electric assist function is disabled and the rear-wheel drive motor-driven bicycle is used. It is possible to display by driving in the first place.

Next, as shown in FIG. 25, a case where the traveling pattern changeover switch 66 is operated to select “front and rear wheel drive” to perform total wheel drive traveling will be described. The “front and rear wheels” in the pattern display are turned on, and the electric power of the fuel cell 2 and the secondary battery 3 is supplied to the front wheel electric motor 5F and the rear wheel electric motor 5R as indicated by arrows O and P. , 5R is rotated as indicated by arrows Q and R, and the rear wheel 5R is rotated as indicated by arrow R so that all wheels can be driven. In this case as well, the driver does not need to step on the foot pedal 40 at all, and the electric bicycle 1 can exhibit very powerful traction and can run on rough roads such as snowy roads and gravel roads. That is, since the electric bicycle 1 is pulled forward by the front wheel 4F and pushed from the rear by the rear wheel 4R, all the wheels do not become resistance to traveling, and conversely, the forward traveling force is exhibited. Therefore, compared to when driving with one-wheel drive, it shows a running power that is not comparable. Therefore, in this traveling pattern, it is possible to even tow another vehicle on a rough road, and it can be used as a multi-purpose electric vehicle.

Next, a description will be given of a case where the fuel cell 2 and the secondary battery 3 are connected in series by operating the parallel / series changeover switch 36 to obtain a voltage twice as high as that of normal power and “power travel”.
In FIG. 15, when the parallel / series switch 36 is operated and the knob 36f is set to the “series” position where the fuel cell 2 and the secondary battery 3 are connected in series, the electric circuit becomes the state shown in FIG. The negative terminal of the fuel cell 2 and the positive terminal of the secondary battery 3 are connected, the positive terminal of the fuel cell 2 is connected to the positive terminal of the electric motor control device 38, and the negative terminal of the secondary battery 3 is controlled by the electric motor. Since it is connected to the negative terminal of the device 38, the fuel cell 2 and the secondary battery 3 are connected in series, and the electric motor control device 38 is supplied with electric power having a maximum voltage of 48V. Similarly, the electric motor 5 (5F , 5R) is set to a “power running” state in which power of a maximum voltage of 48V is supplied.
Therefore, if the voltage 24V is insufficient and it is difficult to travel further, the load etc. is heavy, the vehicle is approaching a steep uphill road, or it is necessary to travel on a rough road due to all-wheel drive traveling, this In this way, the fuel cell 2 and the secondary battery 3 are connected in series to obtain twice the voltage, and the electric motor control device 38 selects the most suitable voltage between the maximum voltages 48V and 24V. Since the electric power can be controlled so as to be supplied to the motor 5, the electric bicycle 1 can run without difficulty even in the above-mentioned severe running.

Next, the operation of decelerating the electric bicycle 1 will be described. The knob 62a of the speed change operation switch 62 may be gradually turned to the low speed side to decelerate, or may be set to the “OFF” position at once. As a result, an appropriate brake loaded by the electric motor 5 (5F, 5R) and the mechanical speed reducer 5a is applied, and the vehicle can be decelerated without operating the brake lever 59. This operation may be performed even when going down a long downhill, and brake wear can be reduced. At this time, the power cut-off function to the electric motor 5 does not work unless the brake lever 59 is operated. Therefore, as long as the speed operation switch 62 selects a speed position of “1” or higher, the electric bicycle 1 is in inertial driving or Low power operation will continue.

Next, an active braking operation of the electric bicycle 1 will be described. Since the braking operation is common to the parallel and series connection of the fuel cell 2 and the secondary battery 3 and each traveling pattern, the braking operation will be described regardless of the traveling pattern.
When the driver pulls one of the left and right brake levers 59L and 59R of the brake lever 59 of the handle 58, a brake operation signal is sent from one of the brake switches 60L and 60R to the electric motor control device 38, An electric power cut-off function for immediately stopping the supply of electric power to the electric motor 5 (5F, 5R) is activated by a brake-linked electric power stop device (not shown) in the electric motor control device 38, and at the same time, the front wheel electric motor 5F and The rear wheel electric motor 5R is switched to the dynamo for power generation, and the electric circuit is switched so that the front wheel electric motor 5F and the rear wheel electric motor 5R act as a regenerative brake.
As a result, the energy of the movement of the electric bicycle 1 and the driver is absorbed as energy for generating torque for rotating the front wheel electric motor 5F and the rear wheel electric motor 5R, which are dynamos for power generation. Is stored in the secondary battery 3 and simultaneously acts as a regenerative brake for the electric bicycle 1, and a powerful brake is added to the braking force of the original brake device of the front wheel 4F and the rear wheel 4R by the brake lever 59. Thus, the electric bicycle 1 can be safely stopped even at a considerably high speed by obtaining a strong braking force by a brake operation lighter than that of a normal bicycle.
In addition, this makes the safety at the time of traveling on a steep downhill or a long downhill extremely high, and can significantly improve the braking performance of the electric bicycle 1 and reduce the wear of a normal brake.

Next, how to replace the hydrogen tank 6 (hydrogen storage alloy tank 6A, hydrogen cassette can 6B) of the fuel cell 2 will be described. While the electric bicycle 1 is traveling, the battery remaining amount display 71 of the travel monitor 39 shown in FIG. 15 is, for example, three levels as shown in the figure, that is, 3/3 indicating the maximum state, and 2/3 indicating the intermediate state. In addition, 1/3 of the display indicating almost no state is lit to inform the driver of the remaining battery level.

Then, when 1/3 of the battery remaining amount display 71 is turned on, or when it is necessary to replace the hydrogen tank 6 in consideration of the travel distance from the replacement of the hydrogen tank 6, the hydrogen tank 6 (The hydrogen storage alloy tank 6A and the hydrogen cassette can 6B) will be exchanged. First, the case of exchanging the rectangular hydrogen storage alloy tank 6A in the state shown in FIG. 1 will be described. The stand (not shown) is raised, the buckle 31 is removed, the two bands 30 are loosened and removed from the fuel cell 2, and the blower 24 and the fuel cell stack 23 are removed from the hydrogen storage alloy tank 6A. Then, the fuel cell container 25 is removed, the hydrogen storage alloy tank 6A is taken out, replaced with another hydrogen storage alloy tank 6A that has already been filled with a predetermined amount of hydrogen, and the fuel cell is mounted by reversing the above operation. Assemble 2 Accordingly, the time required for replacing the hydrogen storage alloy tank 6A is only a few minutes, which is very simple. This also makes it possible to travel a new range, for example about 250 km.
The hydrogen storage alloy tank 6A that has been emptied is deposited in a hydrogen stand and is newly filled with hydrogen, which requires a considerable amount of time (4 to 5 hours). However, since only the time required for the replacement of the hydrogen storage alloy tank 6A is a problem for the driver, the work in the hydrogen stand is not a problem.

Further, it is not usually possible to replace the spare hydrogen cassette can 6B shown in FIG. 1 with the hydrogen storage alloy tank 6A, but this is not impossible depending on the structure of the fuel cell 2. If the hydrogen regulator 33 can be shared by the hydrogen storage alloy tank 6A and the hydrogen cassette can 6B, these two kinds of different hydrogen tanks 6 can be exchanged with each other. In that case, the fixture 12 may be lightly deformed, the hydrogen cassette can 6B may be removed from the lower frame pipe 9B, and replaced with the hydrogen storage alloy tank 6A in the same manner as described above. In this way, the next cruising distance of the electric bicycle 1 when the spare hydrogen cassette can 6B is used is only about 2 to 3 km, but it is sufficient as fuel to reach a nearby hydrogen station.

Next, replacement of the hydrogen tank 6 in the case where a spare hydrogen storage alloy tank 6A is built in the frame pipe 9 (9A, 9B) of the vehicle body 8 of the electric bicycle 1 as shown in FIG. In contrast, since the hydrogen storage alloy tank 6A in the frame pipe 9 cannot be removed, the fuel cell 2 is connected to the hydrogen outlet 6a (a hydrogen supply opening / closing valve and a hydrogen regulator are attached but not shown). The hydrogen supply pipe 32 may be extended and connected, and the used hydrogen storage alloy tank 6A on the loading platform 10 may be removed by the above method and stored in a hydrogen stand. The hydrogen storage alloy tank 6A in the frame pipe 9 is filled with hydrogen by parking the electric bicycle 1 for a necessary time.
In the hydrogen storage alloy tank 6A built in the frame pipe 9, if hydrogen leaks or abnormal pressure occurs, hydrogen leaks from the release valve 11 and an accident such as an explosion is caused in advance. It can be prevented and safe.
The above also applies to the case of a hydrogen tank (not shown) filled with hydrogen gas itself, with the inside of the frame pipe 9 being a space, and the hydrogen storage alloy tank 6A and the frame pipe 9 currently in use. The replacement with the hydrogen tank and the action of the release 11 valve are also the same, and the description thereof will be omitted.

In order to replace the spare hydrogen cassette can 6B shown in FIGS. 4 to 6 with the hydrogen storage alloy tank 6A, when the lock is applied, open it with a key, and then raise the lever 20 of the opening / closing lid 13 upward. Then, the hook 21 is removed from the latch 21, the opening / closing lid 13 is opened with the hinge 19 as a fulcrum, one of the hydrogen cassette cans 6B is taken out, and replaced with the hydrogen storage alloy tank 6A of the fuel cell 2 by the above method. The next cruising distance of the electric bicycle 1 in this case is only about 2 to 3 km, but if the four hydrogen cassette cans 6B are replaced one after another, a total cruising distance of about 8 to 12 km can be obtained. After removing the hydrogen cassette can 6B, the open / close lid 13 is closed. If there is an empty hydrogen cassette can 6B, it is accommodated in the space in the frame pipe 9 that has been removed and emptied. It is possible to travel while the unused hydrogen cassette can 6 </ b> B and the empty hydrogen cassette can 6 </ b> B are both housed in the frame pipe 9 without rattling by closing the opening / closing lid 13.
The hydrogen cassette can 6B may be a hydrogen storage alloy tank (not shown) having the same appearance.
Further, if hydrogen leaks from a part of the hydrogen cassette can 6B accommodated as a spare in the frame pipe 9 for some reason and the inside of the frame pipe 9 becomes abnormal pressure, the release valve 11 is opened and this abnormal pressure is increased. Since it escapes to the outside, there is little risk of explosion of the electric bicycle 1 and it is safe.

Next, the case where the fuel cell 2 according to the embodiment shown in FIGS. 10 and 11 is mounted on the electric bicycle 1 and the vehicle is removed from the electric bicycle and used for other purposes will be described. During traveling, the fuel cell 2 continuously generates power, and the fuel cell stack 23 generates heat. This exhaust heat is sucked up by the exhaust use duct 34 and sent to the hydrogen storage alloy tank 6A to release hydrogen. Thus, the cooled hydrogen storage alloy tank is heated and kept at an appropriate temperature, and the hydrogen storage alloy tank 6A continues to supply hydrogen smoothly.
When the electric bicycle 1 is stopped and the fuel cell 2 is removed and used for other purposes, the fuel cell 2 is mounted on the installation stay 35 when the fuel cell container 25 covering the fuel cell 2 is first removed. Therefore, it can be easily detached from the electric bicycle 1 by removing the entire installation stay from the loading platform 10. If the fuel cell 2 removed from the electric bicycle 1 is placed on the ground or the like and connected to an electrical device to be used, the fuel cell 2 can also generate power and supply electric power, and there is no commercial power source for various electrical devices. The fuel cell 2 can be used even at a place, and can continue to supply stable electric power in the same manner as the generator. In particular, unlike the generator, the noise is very small and the exhaust gas is water vapor so that the environment is not polluted at all. Therefore, the fuel cell 2 can be used as a general-purpose power generator even in a harsh environment.

Finally, the operation of the electric bicycle 1 equipped with the solar power generator 45 shown in FIG. 16 will be described. While the electric bicycle 1 is running, the sunbeams are not used during long-time parking of the electric bicycle 1 during the daytime. Since a large amount of S falls on the solar power generator 45, a sufficient power generation amount is obtained, and this power is stored in the secondary battery 3. Therefore, the power of the secondary battery 3 can be prevented from being insufficient, and the power level for lighting the headlamp 57 at night can be sufficiently covered by the solar power generator 45, and the electric bicycle 1 is stopped. Among them, the solar power generator 45 almost always generates power and the electric power continues to be stored in the secondary battery 3, so that the secondary battery 3 does not spontaneously discharge and therefore extends the usable period of the secondary battery 3. There is also an advantage that can be.

As described above, in the electric vehicle according to the present invention, the fuel cell 2 and the secondary battery 3 can be connected in parallel or in series. It can be switched as “power driving” and can be driven as an electric vehicle of “TWIN DRIVE”, and also “manpowered driving”, “rear wheel driving driving”, “front wheel driving driving” and “front and rear wheel driving driving (total wheel driving) 4 types of driving patterns) ”can be selected to run as an electric bicycle of“ Parallel Hybrid ”, and as a new electric vehicle that has never existed in the past, its use is extremely wide, and in all fields It can be used.

The “electric vehicle” of the present invention has been described as the two-wheeled electric bicycle 1 in the above description, but this is not limited to the electric bicycle, and the wheels are not limited to two wheels, but also three wheels, four wheels. It should also be construed to include all vehicles having wheels with more or more wheels, including all vehicles such as passenger cars, trucks and agricultural vehicles, construction vehicles.

It is a perspective view of the electric bicycle which is an example of an electric vehicle. It is a side view of an electric bicycle. It is a partial longitudinal cross-sectional side view of the electric bicycle which comprised the space in a frame pipe as a hydrogen storage alloy tank. It is a partial longitudinal cross-sectional side view of the electric bicycle which formed the frame pipe thickly and accommodated the some spare hydrogen cassette can in it. It is a principal part expanded partial longitudinal cross-sectional side view of the electric bicycle of FIG. It is a longitudinal cross-sectional view of the frame pipe which accommodated the hydrogen cassette can of FIG. It is a perspective view of a fuel cell. It is a perspective view which shows the state which removed the fuel cell storage container from the fuel cell of FIG. It is a schematic block diagram which shows the arrangement | positioning of each component in a fuel cell, and the state of self-circulation of each effect | action of temperature, heating, cooling, and exhaust_gas | exhaustion of air, water vapor | steam etc. in a fuel cell storage container. FIG. 4 is a perspective view of an electric bicycle in which a fuel cell is detachably attached to a cargo bed using a special installation stay, and the fuel cell is detachable so that it can be used for other purposes. It is a perspective view of the fuel cell of FIG. FIG. 2 is an electric circuit diagram showing a structure of a parallel / series switching switch and an electric motor control device, in which a fuel cell and a secondary battery are connected in parallel. It is an electric circuit diagram of the state where the fuel cell and the secondary battery were connected in series. It is a fragmentary perspective view of the electric bicycle which attached the speed change operation switch to both a handle | steering-wheel and a grip. It is a top view of a travel monitor. It is a side view of the electric bicycle which attached the solar power generator. It is a block diagram which shows the electric power generation and drive path | route of an electric bicycle. It is a longitudinal cross-sectional view of the motor / generator combined use type electric motor which attached the motor and the generator coaxially. It is a top view of a speed change operation switch. It is a fragmentary perspective view of the electric bicycle which attached the speed change operation switch to the grip of a handle. It is a perspective view of the grip which attached the speed change operation switch. 22 to 25 are schematic diagrams showing driving paths of the electric bicycle when the traveling pattern changeover switch is switched to perform hybrid traveling, and FIG. 22 is a schematic diagram illustrating a case where the bicycle is manually driven as a bicycle at the “OFF” position. is there. It is the schematic which shows the case where it drive | works as a rear-wheel drive type electrically assisted bicycle in the position of "rear wheel drive". It is the schematic which shows the case where it drive | works as a front-wheel-drive motor-bike with the position of "front-wheel drive". It is the schematic which shows the case where it drive | works as an electric bicycle of all-wheel drive in the position of "front-and-rear wheel drive".

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electric bicycle which is an example of an electric vehicle 2 Fuel cell 3 Secondary battery 4 Wheel 4F Front wheel 4R Rear wheel 5 Electric motor 5a Mechanical reduction gear 5F Front wheel electric motor 5R Rear wheel electric motor 6 Hydrogen tank 6A Hydrogen storage alloy tank 6B Hydrogen cassette can 8 Car body 9 Frame pipe 9A Upper frame pipe 9B Lower frame pipe 10 Loading platform 11 Release valve 11A Release valve 11B Release valve 13 Opening lid 23 Fuel cell stack 24 Blower 25 Fuel cell container 25a One wall surface 25b Wall surface 25c Wall surface 25d Wall surface 26 Heat shielding plate 27 Drain valve 28 DC-DC converter 29 Heat insulating material 32 Hydrogen supply pipe 33 Hydrogen regulator 34 Exhaust duct 35 Installation stay 36 Parallel / series changeover switch 38 Electric motor control device 39 Travel monitor 45 Solar power generator 50 Electric machine 51 Fixed shaft 57 Headlight 58 Handle 59 Brake lever 59L Left brake lever 59R Right brake lever 60 Brake switch 60L Left brake switch 60R Right brake switch 61 Grip 62 Shifting operation switch 65 Traveling pattern switching device 66 Traveling pattern switching switch 68 Power supply Switch 70 Travel pattern display 71 Battery level display 72 Parallel / series switching display 73 Foot S Sun rays

Claims (21)

A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. An electric vehicle characterized in that a hydrogen storage alloy tank is used as a hydrogen tank of the fuel cell, and the hydrogen storage alloy tank is detachable. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, a hydrogen storage alloy tank is used as a hydrogen tank of the fuel cell, and the hydrogen storage alloy tank is configured to be detachable, and one or a plurality of spare hydrogen storage alloy tanks are used as frame pipes constituting the vehicle body. An electric vehicle characterized in that it is detachably attached to the inside or outside of the vehicle. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, a hydrogen storage alloy tank is used as a hydrogen tank of the fuel cell, and the hydrogen storage alloy tank is incorporated in a frame pipe constituting the vehicle body, and a release for releasing an abnormal hydrogen pressure in the frame pipe is provided. An electric vehicle characterized in that a valve is disposed below the frame pipe. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, the space in the frame pipe that constitutes the vehicle body is configured as a hydrogen tank that contains low-pressure hydrogen, and a release valve for releasing the abnormal pressure of hydrogen in the frame pipe is arranged below the frame pipe. An electric vehicle characterized by the installation. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. An electric vehicle characterized in that a commercially available low-pressure hydrogen cassette can is used for the hydrogen tank of the fuel cell, and the hydrogen cassette can is detachable. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In the electric vehicle, a commercially available low-pressure hydrogen cassette can is used for the hydrogen tank of the fuel cell, and the low-pressure hydrogen cassette can is configured to be detachable, and one or a plurality of spare hydrogen cassette cans constitute the vehicle body. An electric vehicle characterized by being configured to be detachably attached to the inside or the outside of a frame pipe. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, the frame pipe constituting the vehicle body is formed to be thick enough to accommodate at least a commercially available low-pressure hydrogen cassette can or hydrogen storage alloy tank, and the contents can be taken into and out of a part of the frame pipe. And a release valve for releasing the abnormal pressure of hydrogen in the frame pipe is disposed downward in the frame pipe, and one or more hydrogen cassette cans or A hydrogen storage alloy tank is configured to be accommodated, and the frame pipe is configured to be watertight with the opening / closing lid, and the contents can be taken in and out. Electric vehicle, wherein the door. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, a fuel cell stack that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte such as a polymer ion exchange membrane, and for supplying hydrogen to the fuel cell stack A hydrogen tank and a blower for supplying air to the fuel cell stack, and exhaust heat when the fuel cell stack is cooled by the air blown from the blower is sent to the hydrogen tank. The hydrogen tank is disposed adjacent to the fuel cell stack so that is heated by the exhaust heat. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, a fuel cell stack that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte such as a polymer ion exchange membrane, and for supplying hydrogen to the fuel cell stack A hydrogen tank, a blower for supplying air to the fuel cell stack, a fuel cell container made of a material or structure that contains all of these fuel cell components and does not allow liquid to pass through air and water vapor, and A heat shielding plate disposed between one wall surface of the fuel cell container and the hydrogen tank, and exhaust heat when the fuel cell stack is cooled by air blown from the blower The hydrogen tank is disposed adjacent to the fuel cell stack so that the hydrogen tank is heated by the exhaust heat sent to the hydrogen tank, and the exhaust heat that has heated the hydrogen tank hits the heat shielding plate and is reflected. An electric vehicle characterized in that the electric vehicle is configured so as not to escape to the outside from the one wall surface but to be discharged to the outside from the other wall surfaces except the one wall surface after recirculation in the fuel cell housing container. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, a fuel cell stack that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte such as a polymer ion exchange membrane, and for supplying hydrogen to the fuel cell stack A hydrogen tank, a blower for supplying air to the fuel cell stack, a DC-DC converter for voltage conversion, and a heat insulating material for the DC-DC converter, and the fuel cell by blowing air from the blower The hydrogen tank is adjacent to the fuel cell stack so that exhaust heat when the stack is cooled is sent to the hydrogen tank and the hydrogen tank is heated by the exhaust heat. With placing, electric vehicle, characterized in that said DC-DC converter is arranged adjacent to the hydrogen tank in a state of being insulated. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, a fuel cell stack that generates electricity by generating an electrochemical reaction by supplying hydrogen and oxygen to different electrodes sandwiching an electrolyte such as a polymer ion exchange membrane, and for supplying hydrogen to the fuel cell stack A hydrogen tank, a blower for supplying air to the fuel cell stack, a DC-DC converter for voltage conversion, an exhaust heat utilization duct for supplying exhaust heat of the fuel cell stack to the hydrogen tank, and And an installation stay that can be detachably attached to a loading platform such as a bicycle, and the exhaust heat utilization duct removes the fuel cell stack from the fuel cell stack. Heat is supplied to the hydrogen tank to increase the gas pressure in the hydrogen tank, and the fuel cell is configured to be usable for traveling and other uses by attaching and detaching the fuel cell together with the stay. Electric vehicle. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, the fuel cell and the secondary battery are connected in parallel during normal travel, and the fuel cell and the secondary battery are switched in series during travel that requires high output. An electric vehicle comprising: a changeover switch; and an electric motor control device that is connected between the parallel / series changeover switch and the electric motor and controls electric power to the electric motor. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, the fuel cell and the secondary battery are connected in parallel during normal travel, and the fuel cell and the secondary battery are connected in series during travel requiring high output; An electric motor control device connected between the parallel / series switch and the electric motor for controlling electric power to the electric motor, the electric motor control device comprising: an overcurrent cutoff for the electric motor; An electric vehicle characterized by having a function. A fuel cell, a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell, and an electric motor that is supplied with power of the fuel cell or the secondary battery and drives a wheel. An electric vehicle characterized in that a solar power generator is disposed at an appropriate place where a solar ray of a vehicle body is easily hit, and the solar power generator is electrically connected to the secondary battery. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, the electric motor is a motor / generator combined type in which a motor and a generator are coaxially mounted, and the generator is directly connected to a headlamp, and the headlamp is connected to the headlamp during traveling. An electric vehicle characterized in that power is supplied to the vehicle. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, a brake switch that sends a brake operation signal by applying a brake, and a brake-linked operation that stops the supply of all electric power to the electric motor at the same time that the brake is operated by applying a signal from the brake switch. An electric vehicle comprising a power stop device. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. An electric vehicle comprising a moderation-type speed change operation switch capable of maintaining the vehicle speed at a plurality of fixed speeds. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. An electric vehicle characterized in that a moderation type speed change operation switch capable of maintaining a traveling speed at a fixed speed in a plurality of stages is provided in the vicinity of the center portion of the steering wheel or in the grip. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric vehicle, an electric motor for driving front wheels, an electric motor for driving rear wheels, and “OFF”, “rear wheel driving”, “front wheel driving” and “front and rear wheels” for stopping power supply to both electric motors. A driving pattern switching switch that can switch the driving pattern to four patterns of driving, and an electric motor control device that performs optimal control of each electric motor in each driving pattern selected by the driving pattern switching switch. An electric vehicle characterized in that each vehicle is driven by an independent function and is driven by individual control according to a running pattern. A fuel cell; a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell; and an electric motor that drives the wheels by being supplied with the power of the fuel cell or the secondary battery. In an electric bicycle, an electric motor for driving front wheels, an electric motor for driving rear wheels, and “OFF”, “rear wheel driving”, “front wheel driving” and “front and rear wheels” for stopping power supply to both electric motors. A driving pattern switching switch capable of switching the driving pattern to four driving patterns, and an electric motor control device that performs optimal control of each electric motor in each driving pattern selected by the driving pattern switching switch. Only when driving alone, driving as a power-assisted bicycle when driving rear wheels, driving as a motorbike when driving front wheels, and slippery road when driving front and rear wheels Electric bicycle all-wheel drive traveling of is characterized by being configured people capable husband. A fuel cell, a secondary battery that is charged by being supplied with at least a part of the generated power of the fuel cell, and an electric motor that is supplied with power of the fuel cell or the secondary battery and drives a wheel. In an electric bicycle, an electric motor for driving front wheels, an electric motor for driving rear wheels, and “OFF”, “rear wheel driving”, “front wheel driving” and “front and rear wheels” for stopping power supply to both electric motors. A driving pattern switching switch capable of switching the driving pattern to four driving patterns, and an electric motor control device that performs optimal control of each electric motor in each driving pattern selected by the driving pattern switching switch. Driving alone, driving as an electrically assisted bicycle when driving rear wheels, driving as a motorbike when driving front wheels, and slippery roads when driving front and rear wheels In which all-wheel drive travel is possible, and the display of these travel patterns, the remaining battery capacity display, the travel pattern changeover switch, the parallel / series changeover switch of the fuel cell and the secondary battery, and the parallel / An electric bicycle characterized in that a traveling monitor having various display functions and switches necessary for traveling such as serial switching display is arranged at an appropriate position on the steering wheel.

Images