JP2011162108A - vehicle - Google Patents

Abstract

In a vehicle having a fuel cell (and / or PCU) vertically above a motor, the movement of the fuel cell (and / or PCU) in the horizontal direction at the time of a collision is suppressed.
A vehicle includes an engine compartment, a motor disposed in the engine compartment, a fuel cell disposed above the motor in the engine compartment and supplying electric power to the motor, and a support portion that supports the fuel cell. And a support portion that supports the fuel cell so as to be rotatable in the height direction of the vehicle.
[Selection] Figure 2

Description

  The present invention relates to an arrangement of a fuel cell and a power control unit in a vehicle equipped with the fuel cell and the power control unit.

  In a vehicle using a fuel cell as a power source, the electric power obtained by the power generation of the fuel cell is used for driving the vehicle via a power control unit (PCU) including a DC / DC converter, a DC / AC inverter, and the like. Supplied to the motor. In such a vehicle, generally, a configuration is adopted in which a motor is disposed below in an engine compartment in front of the vehicle, and a fuel cell and a PCU are disposed vertically above the motor (Patent Document 1). This is because the shaft that transmits the driving force of the motor to the wheels is arranged below the vehicle, so it is reasonable to arrange the motor below, and the fuel cell is arranged at a high position, This is because the water discharged from the battery can be easily moved to the rear of the vehicle having an external discharge port using gravity.

Japanese Patent Laid-Open No. 2002-367637

  In the configuration in which the fuel cell and the PCU are arranged vertically above the motor, when the vehicle collides forward, the fuel cell and the PCU move substantially horizontally rearward due to an impact at the time of the collision. At this time, the fuel cell and the PCU are restrained from moving downward because a relatively rigid motor is disposed below. In general, the fuel cell and the PCU are arranged so that the longitudinal direction thereof is parallel to the horizontal direction in order to ensure installation stability at normal times. Therefore, since the longitudinal direction of the fuel cell or PCU remains parallel to the horizontal direction even if the fuel cell or PCU moves backward at the time of the collision, the fuel cell or PCU has a crushable zone (in order to absorb the impact by being crushed at the time of the collision). There was a problem that the space) was narrowed. Further, at the time of the collision, there is a possibility that the fuel cell and the PCU move rearward, collide with the dash panel and enter the vehicle interior.

  The above problem can also occur in a configuration in which only one of the fuel cell and the PCU is mounted vertically above the motor. Further, in a vehicle in which the engine compartment is arranged at the rear, a similar problem may occur at the time of a rear collision.

  An object of the present invention is to suppress movement of a fuel cell (and / or PCU) in a horizontal direction at the time of a collision in a vehicle including a fuel cell (and / or PCU) vertically above a motor.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following forms or application examples.

  Application Example 1 A vehicle, which is an engine compartment, a motor disposed in the engine compartment, a fuel cell disposed above the motor in the engine compartment and supplying electric power to the motor, A vehicle, comprising: a support portion that supports a fuel cell, and supports the fuel cell so as to be rotatable in a height direction of the vehicle.

  In the vehicle of Application Example 1, the fuel cell can be rotated in the height direction of the vehicle by an impact when the vehicle collides, so that the movement of the fuel cell in the horizontal direction can be suppressed. In general, since the fuel cell is arranged so that the longitudinal direction is parallel to the horizontal direction, the length of the entire fuel cell in the vehicle length direction is shortened by rotating the fuel cell in the height direction at the time of collision. be able to. Therefore, in the event of a collision, the crushable zone in the engine compartment can be expanded. Moreover, it can suppress that a fuel cell collides with the dash panel in the boundary part of an engine compartment and a vehicle interior.

  Application Example 2 In the vehicle according to Application Example 1, in the position where the support portion is offset in the longitudinal direction of the vehicle with respect to the center of gravity position of the fuel cell in the longitudinal direction of the vehicle, A vehicle that supports a fuel cell.

  With such a configuration, when the vehicle collides and the motor moves in the engine compartment, the fuel cell can be easily rotated in the height direction of the vehicle by the weight of the fuel cell.

  [Application Example 3] In the vehicle according to Application Example 1 or Application Example 2, the motor is further disposed in a position offset in the length direction of the vehicle with respect to the support portion, and the motor moves in the engine compartment. A vehicle comprising: a transmission portion that transmits the stress of the fuel cell to the fuel cell.

  With such a configuration, when the motor moves in the engine compartment due to a collision, the fuel cell can be rotated in the height direction of the vehicle by the stress of the movement of the motor in addition to the own weight of the fuel cell. The fuel cell can be rotated within a short period of time. Therefore, in the event of a collision, the crushable zone in the engine compartment can be expanded in a shorter period of time.

  Application Example 4 In the vehicle according to Application Example 3, the transmission unit is in contact with the motor and the fuel cell in a state where no collision of the vehicle occurs.

  With such a configuration, the fuel cell can be rotated in the height direction of the vehicle by the stress of the movement of the motor at the same time when the movement of the motor is started. Therefore, the crushable zone in the engine compartment can be expanded within a short period of time.

  Application Example 5 In the vehicle according to any one of Application Examples 1 to 4, the vehicle further includes a pair of side members that are arranged apart from each other in the width direction of the vehicle in the engine compartment. Is a vehicle having a rod-like member having both ends connected to the pair of side members.

  With such a configuration, the rigidity of the support portion can be increased, and deformation and movement of the support portion due to a collision can be suppressed. Further, since the support portion is connected to the side member, the fuel cell can be supported so as not to fall in the engine compartment in a state where no collision occurs.

  Application Example 6 In the vehicle according to any one of Application Examples 1 to 5, the engine compartment is disposed on the front side of the vehicle, and a front end portion of the motor is a front end portion of the fuel cell. Vehicle that protrudes forward than.

  With such a configuration, when various devices arranged in the engine compartment move rearward due to a frontal collision of the vehicle, such a device can collide with the motor before the fuel cell. Therefore, the movement of the motor due to the collision of various devices can be generated before the movement of the fuel cell due to the collision of various devices. Therefore, the fuel cell can be rotated in the vehicle height direction by using the self-weight of the fuel cell and / or the stress of the movement of the motor.

  Application Example 7 In the vehicle according to any one of Application Examples 1 to 6, the vehicle further includes a high-rigidity member that is disposed in front of the motor in the engine compartment and is a highly rigid member, The engine compartment is disposed on the front side of the vehicle, and the front end portion of the high-rigidity member projects forward from the front end portion of the fuel cell.

  With such a configuration, when various devices arranged in the engine compartment move rearward due to a frontal collision of the vehicle, the devices can collide with the high-rigidity member before the fuel cell. Therefore, since the high-rigidity member can be moved rearward by the collision of various devices and can be made to collide with the motor, the motor is moved rearward and the fuel cell's own weight and / or the movement stress of the motor is utilized. The fuel cell can be rotated in the height direction of the vehicle.

Application Example 8 A vehicle equipped with a fuel cell, the engine compartment, a motor disposed in the engine compartment and driven by electric power supplied from the fuel cell, and an upper portion of the motor in the engine compartment An electric power control unit for supplying electric power obtained by the fuel cell to the motor;
A support section that supports the power control unit, the support section supporting the power control unit so as to be rotatable in a height direction of the vehicle.

  In the vehicle of Application Example 8, the power control unit can be rotated in the height direction of the vehicle by an impact when the vehicle collides, so that the movement of the power control unit in the horizontal direction can be suppressed. In general, since the power control unit is arranged so that the longitudinal direction is parallel to the horizontal direction, the length of the entire power control unit in the vehicle length direction can be increased by rotating the power control unit in the height direction at the time of a collision. Can be shortened. Therefore, in the event of a collision, the crushable zone in the engine compartment can be expanded. Moreover, it can suppress that a power control unit collides with the dash panel in the boundary part of an engine compartment and a vehicle interior.

It is sectional drawing which shows schematic structure of the vehicle in a 1st Example. It is sectional drawing which shows the detailed arrangement | positioning of the fuel cell and drive motor in an engine compartment. It is a perspective view which shows the detailed arrangement | positioning of the fuel cell and drive motor in an engine compartment. It is a 1st sectional view showing the arrangement state of the fuel cell and drive motor in the engine compartment at the time of a collision. It is a 2nd sectional view showing the arrangement state of the fuel cell and drive motor in the engine compartment at the time of a collision. It is sectional drawing which shows the arrangement | positioning state of the fuel cell FC and the drive motor M at the time of the conventional collision as a comparative example. It is sectional drawing which shows the arrangement | positioning state of the fuel cell and drive motor in the engine compartment of the normal time in the vehicle of a 2nd Example. It is a 1st sectional view showing the arrangement state of a fuel cell and a drive motor in an engine compartment at the time of a collision in the 2nd example. It is a 2nd sectional view showing the arrangement state of a fuel cell and a drive motor in an engine compartment at the time of a collision in the 2nd example. It is sectional drawing which shows the arrangement | positioning state of the fuel cell and drive motor in the engine compartment of the normal time of the vehicle of a 3rd Example. It is sectional drawing which shows the arrangement | positioning state of the fuel cell and drive motor in the engine compartment at the time of the collision in a 3rd Example. It is sectional drawing which shows the arrangement | positioning state of the fuel cell and drive motor in the engine compartment of the vehicle of a 4th Example. It is sectional drawing which shows the arrangement | positioning state of the fuel cell and drive motor in the engine compartment of the vehicle of a 5th Example. It is a perspective view which shows the arrangement state of the fuel cell and drive motor in the engine compartment of the vehicle of the 6th Example.

A. First embodiment:
A1. Normal configuration:
FIG. 1 is a cross-sectional view showing a schematic configuration of a vehicle in the first embodiment. FIG. 1 shows the configuration of the vehicle in a normal state where no collision occurs. The vehicle VE is an electric vehicle, and includes an engine compartment EC, a vehicle compartment CA, a drive motor M, a fuel cell FC, a front wheel FW, and a rear wheel RW. The engine compartment EC is arranged on the front side of the vehicle. The passenger compartment CA includes a dash panel DP and a floor panel FP. The vehicle compartment CA is arranged behind the engine compartment EC via the dash panel DP.

  The drive motor M is disposed below in the engine compartment EC and drives the front wheel FW and the rear wheel RW. The drive motor M and the rear wheel RW are connected via a drive shaft (not shown) disposed below the floor panel FP, and the rotational force of the drive motor M is transmitted to the rear wheel via the drive shaft. Is transmitted to the RW.

  The fuel cell FC is disposed vertically above the drive motor M in the engine compartment EC and supplies power to the drive motor M. The fuel cell FC has, for example, a structure in which a large number of polymer electrolyte fuel cells (single cells) having MEA (Membrane Electrode Assembly) are stacked, and pure hydrogen as fuel gas and air as oxidant gas. A fuel cell that obtains an electromotive force by causing an electrochemical reaction with oxygen contained in each electrode can be employed. In such a configuration, the stacking direction of the single cells is the horizontal direction. Further, the fuel cell FC is arranged so that the longitudinal direction thereof is parallel to the horizontal direction in order to improve the installation stability.

  FIG. 2 is a cross-sectional view showing a detailed arrangement of the fuel cell and the drive motor in the engine compartment. FIG. 3 is a perspective view showing a detailed arrangement of the fuel cell and the drive motor in the engine compartment. In FIG. 3, for convenience of illustration, the fuel cell FC is shown vertically above the actual arrangement position.

  As shown in FIGS. 2 and 3, in the engine compartment EC, in addition to the fuel cell FC and the driving motor M described above, a pair of side members 18a and 18b, a support portion 16, and a pair of bearing portions 14a, 14b, the support shaft 12, and a pair of brackets 10a and 10b are disposed.

  As shown in FIG. 3, the side members 18a and 18b are rigid members extending in the longitudinal direction of the vehicle, and are disposed apart from each other by a predetermined distance in the vehicle width direction LH.

  The support portion 16 is a member for placing the fuel cell FC, and includes a pair of frames 15 a and 15 b and a plurality of reinforcing frames 17.

  The pair of frames 15a and 15b are rigid members extending in the vehicle length direction, and are spaced apart from each other by a predetermined distance in the vehicle width direction LH. The distance between the pair of frames 15a and 15b is substantially the same as the width of the fuel cell FC (length in the vehicle width direction). The pair of frames 15a and 15b are joined to the bottom surface of the fuel cell FC (a case (not shown) housing the fuel cell FC), and joined to the support shaft 12 penetrating near the rear end at the penetrating portion. . Each of the plurality of reinforcing frames is disposed between the frame 15a and the frame 15b, and has one end joined to the frame 15a and the other end joined to the frame 15b.

  The bearing portion 14a is joined to the upper surface of the side member 18a. Similarly, the bearing portion 14b is joined to the upper surface of the side member 18b. As shown in FIG. 2, the pair of bearing portions 14a and 14b are located behind the back surface Sf0 of the fuel cell FC. The arrangement position of the pair of bearing portions 14a and 14b is a position offset backward with respect to the center position (corresponding to the position of the center of gravity) of the fuel cell FC in the longitudinal direction of the vehicle VE.

  The support shaft 12 is a metal cylindrical member disposed between the pair of 14a and 14b. One end of the support shaft 12 is rotatably supported by a bearing portion 14a and the other end is supported by a bearing portion 14b.

  The bracket 10a is joined to the front end portion of the bottom surface of the frame 15a and the upper surface of the drive motor M (a case (not shown) that houses the drive motor M). Similarly, the bracket 10b is joined to the front end portion of the bottom surface of the frame 15b and the upper surface of the drive motor M (a case (not shown) that houses the drive motor M).

  As shown in FIG. 2, the front end surface Sf1 of the fuel cell FC, the front end surface Sh1 of the support portion 16, and the front end surface Sm1 of the drive motor M are all substantially the same in the vehicle length direction FR. ing.

  With the above configuration, the fuel cell FC is configured to be rotatable in the vehicle height direction around the support shaft 12. However, in normal times, the fuel cell FC is supported by the support portion 16 and the drive motor M connected via the pair of brackets 10a and 10b, and the drive motor M is supported by a suspension member (not shown). Therefore, the drive motor M is arranged without rotating in the vehicle height direction.

  The pair of brackets 10a and 10b and the support portion 16 described above correspond to a transmission portion in claims. The support shaft 12 and the pair of bearing portions 14a and 14b correspond to support portions in claims.

A2. Configuration at the time of collision:
FIG. 4 is a first cross-sectional view showing the arrangement of the fuel cell and the drive motor in the engine compartment at the time of a collision. FIG. 5 is a second cross-sectional view showing the arrangement of the fuel cell and the drive motor in the engine compartment at the time of a collision. FIG. 5 shows a state that is later in time than the state shown in FIG. 4 and 5, a radiator, a pipe, various sensors, and the like disposed in front of the fuel cell FC and the drive motor M in the engine compartment EC are schematically represented as a load 100. 4 and 5, the pair of side members 18a and 18b are omitted for convenience of illustration. 4 and 5, the arrangement positions of the fuel cell FC, the support portion 16, the brackets 10a and 10b, and the drive motor M in a normal state are indicated by broken lines.

  As shown in FIG. 4, when the vehicle VE collides forward, the mounted object 100 moves rearward due to an impact at the time of the collision and collides with the driving motor M. The drive motor M moves (falls) backward and vertically downward due to the collision of the load 100. In FIG. 4, the drive motor M is moving in the lower right direction d1.

  Since the support portion 16 is joined to the driving motor M by the brackets 10a and 10b, the stress of movement of the driving motor M (force in the direction d1) is transmitted through the brackets 10a and 10b. Pulled to the lower right. Here, since the pair of brackets 10a and 10b is disposed at a position offset forward with respect to the support shaft 12 (rotating shaft), the support portion 16 is pulled downward by the drive motor M. The support shaft 12 is rotated vertically downward. Since the fuel cell FC is joined to the support portion 16, the fuel cell FC rotates vertically together with the support portion 16 about the support shaft 12. Moreover, since the support part 16 is arrange | positioned in the position offset backward with respect to the gravity center position of the fuel cell FC, the downward rotation is promoted by the dead weight of the fuel cell FC.

  As shown in FIG. 5, when the mounted object 100 further moves rearward (in the vehicle interior direction), the drive motor M further moves rearward and downward (direction d2). In FIG. 5, the pair of brackets 10 a and 10 b are displaced from the drive motor M due to the movement of the drive motor M. Since the support unit 16 and the fuel cell FC lose their support by the drive motor M, the support unit 16 and the fuel cell FC further rotate vertically downward about the support shaft 12 due to their own weight. Thus, since the fuel cell FC rotates about the support shaft 12, the movement to the horizontal rear is suppressed, and the collision with the dash panel DP is suppressed. At this time, since the fuel cell FC is substantially vertically placed (arrangement in which the longitudinal direction is parallel to the vertical direction), the length (depth) w1 of the entire fuel cell FC in the vehicle length direction is the normal length. It is shorter than w0. Therefore, the crushable zone in the engine compartment EC (the space for absorbing the impact by being crushed at the time of collision) is widened.

  FIG. 6 is a cross-sectional view showing an arrangement state of the fuel cell FC and the driving motor M at the time of a conventional collision as a comparative example. In the vehicle of the comparative example, the support portion 16 is omitted, and the fuel cell FC is placed on the upper surface of the drive motor M. In FIG. 6, the arrangement positions of the fuel cell FC and the driving motor M in the normal example in the comparative example are indicated by broken lines.

  As shown in FIG. 6, in the comparative example, when the load 100 moves rearward and collides with the driving motor M at the time of the collision, both the driving motor M and the fuel cell FC are rearward and downward (direction d0). ) As a result, the fuel cell FC collides with the dash panel DP, the dash panel DP is deformed, and a part AR1 of the fuel cell FC reaches the passenger compartment CA. On the other hand, in the vehicle VE of the first embodiment, the collision of the fuel cell FC with the dash panel DP at the time of the collision is suppressed.

  As described above, in the vehicle VE of the first embodiment, at the time of a collision, the fuel cell FC rotates downward with the support shaft 12 as an axis, so that backward movement is suppressed. Accordingly, the collision of the fuel cell FC with the dash panel DP is suppressed.

  In addition, since the fuel cell FC is rotated about the support shaft 12, the FC fuel cell FC can be brought into a state close to vertical installation. Therefore, since the length of the entire fuel cell FC in the vehicle length direction can be shortened, the crushable zone can be expanded. Therefore, even when the support shaft 12 moves backward due to an impact, the fuel cell FC can be prevented from colliding with the dash panel DP.

  Further, since the support shaft 12 is disposed at a position offset backward with respect to the position of the center of gravity of the fuel cell FC, the rotation of the fuel cell FC can be promoted by utilizing the weight of the fuel cell FC. .

  Further, since the pair of brackets 10a and 10b are disposed at positions offset forward with respect to the support shaft 12 (rotating shaft), the drive motor M moves downward (pulling downward), The support unit 16 and the FC fuel cell FC can be rotated downward about the support shaft 12.

  In addition, since the support portion 16 is connected to the drive motor M by the brackets 10a and 10b, the stress (moving force behind and below) of the drive motor M is applied to the fuel cell FC via the brackets 10a and 10b. Can tell. Therefore, the fuel cell FC can be rotated downward in a shorter period of time than the configuration in which the fuel cell FC is rotated only by its own weight. In addition, since the support portion 16 is connected to the drive motor M by the brackets 10a and 10b, the fuel cell FC can be rotated downward at the same time as the movement of the drive motor M is started. The fuel cell FC can be rotated. Therefore, the crushable zone can be expanded in a shorter period of time.

B. Second embodiment:
FIG. 7 is a cross-sectional view showing an arrangement state of the fuel cell and the drive motor in the engine compartment in a normal state in the vehicle of the second embodiment. In FIG. 7, for convenience of illustration, the pair of side members 18a and 18b is omitted. The vehicle of the second embodiment is different from the pair of brackets 10a and 10b in that the pair of brackets 20a and 20b are provided, and the arrangement positions of the pair of bearing portions 14a and 14b and the support shaft 12 in FIG. Unlike the vehicle VE of the first embodiment shown in FIGS. 5 to 5, other configurations are the same as those of the first embodiment.

  Although the pair of brackets 10a and 10b of the first embodiment are joined to the tip portions of the bottom surfaces of the pair of frames 15a and 15b, the pair of brackets 20a and 20b of the second embodiment is joined to the pair of frames 15a. , 15b are joined to the rear end of the bottom surface. In the present embodiment, unlike the first embodiment, the pair of brackets 20 a and 20 b are arranged at positions offset backward with respect to the support shaft 12.

  In the first embodiment, the pair of bearing portions 14a and 14b and the support shaft 12 are located behind the back surface of the fuel cell FC, but in the second embodiment, the center position Cf of the fuel cell FC is used. Is also arranged on the front side. In the present embodiment, unlike the first embodiment, the pair of bearing portions 14a, 14b and the support shaft 12 are offset forward with respect to the center position (center of gravity position) of the fuel cell FC in the longitudinal direction of the vehicle VE. It is the position that was done.

  FIG. 8 is a first cross-sectional view showing the arrangement of the fuel cell and the drive motor in the engine compartment at the time of a collision in the second embodiment. FIG. 9 is a second cross-sectional view showing the arrangement of the fuel cell and the drive motor in the engine compartment at the time of a collision in the second embodiment. FIG. 9 shows a state that is later in time than the state shown in FIG. 8 and 9, as in FIG. 7, the pair of side members 18a and 18b are omitted, and the arrangement positions of the fuel cell FC, the support portion 16, and the drive motor M in the normal state are indicated by broken lines. ing.

  As shown in FIG. 8, in the second embodiment, when the load 100 moves downward and collides with the driving motor M due to a frontal collision of the vehicle, the front end side of the driving motor M is downward (direction d3). ) And the rear end side rotates upward (direction d4). The movement of the driving motor M is different from that in the first embodiment. This difference may occur due to, for example, a difference in the collision location of the load 100 in the driving motor M.

  When the rear end portion side of the drive motor M rotates upward, the support portion 16 and the rear end portion side of the fuel cell FC are pushed upward via the pair of brackets 20a and 20b. Therefore, the support portion 16 and the fuel cell FC rotate in the vehicle height direction around the support shaft 12.

  As shown in FIG. 9, when the mounted object 100 moves further rearward (inner direction of the vehicle), the driving motor M further rotates and moves downward, and the corner P1 collides with the dash panel DP. Then, the driving motor M is rotated further downward (direction d6) with the angle P1 colliding with the dash panel DP as an axis. As shown in FIG. 9, the pair of brackets 20 a and 20 b are displaced from the drive motor M due to the movement of the drive motor M. Therefore, the support portion 16 released from the connection with the drive motor M and the rear end portion side of the drive motor M are pulled by the drive motor M and moved downward and rearward without pivoting the support shaft 12. Rotate further upward (direction d7).

  The vehicle of the second embodiment having the above configuration has the same effect as the vehicle VE of the first embodiment. In addition, since the support shaft 12 is disposed in front of the center position Cf of the fuel cell FC, the front end portion side of the fuel cell FC can be rotated downward and the rear end portion side can be rotated upward. Accordingly, since the portion (volume) that moves downward in the fuel cell FC can be reduced, the fuel cell FC can be rotated even when the empty space below the engine compartment EC is small.

C. Third embodiment:
FIG. 10 is a cross-sectional view showing the arrangement of the fuel cell and the drive motor in the engine compartment in the normal state of the vehicle of the third embodiment. In FIG. 10, for convenience of illustration, the pair of side members 18a and 18b is omitted. The vehicle of the third embodiment is the same as that of the second embodiment shown in FIGS. 7 to 9 in that the second support portion 26 is provided and the arrangement positions of the pair of bearing portions 14a and 14b and the support shaft 12. Unlike the vehicle, the other configuration is the same as that of the second embodiment.

  The vehicle according to the third embodiment includes a second support portion 26 vertically above the fuel cell FC. The second support portion 26 has the same configuration as the support portion 16 and is joined to the upper surface of the fuel cell FC. In the third embodiment, the pair of bearing portions 14a and 14b are joined to the second support portion 26, and the support shaft 12 penetrates the second support portion 26 in the vehicle width direction.

  FIG. 11 is a cross-sectional view showing the arrangement of the fuel cell and the drive motor in the engine compartment at the time of a collision in the third embodiment. In FIG. 11, as in FIG. 10, the pair of side members 18a and 18b are omitted, and the arrangement positions of the fuel cell FC, the support portion 16, and the drive motor M in a normal state are indicated by broken lines. .

  As shown in FIG. 11, in the third embodiment, as in the second embodiment, when the load 100 moves downward and collides with the drive motor M due to a frontal collision of the vehicle, the drive motor M is The front end side rotates downward and the rear end side rotates upward, and then collides with the dash panel DP. At this time, the rear end portions of the support portion 16, the fuel cell FC, and the second support portion 26 are pushed upward via the pair of brackets 20a and 20b. Accordingly, the support portion 16, the fuel cell FC, and the second support portion 26 rotate in the vehicle height direction with the support shaft 12 as an axis.

  The vehicle of the third embodiment having the above configuration has the same effect as the vehicle VE of the second embodiment.

D. Fourth embodiment:
FIG. 12 is a cross-sectional view showing an arrangement state of the fuel cell and the drive motor in the engine compartment of the vehicle of the fourth embodiment. In FIG. 12, for convenience of illustration, the pair of side members 18a and 18b is omitted. The vehicle of the fourth embodiment is the first in that the front end surface Sm1 of the drive motor M is arranged to protrude forward from the front end surface Sf1 of the fuel cell FC and the front end surface Sh1 of the support portion 16. Unlike the vehicle VE of the embodiment, other configurations are the same as those of the first embodiment.

  As shown in FIG. 12, the front end surface Sm1 of the driving motor M protrudes forward by Δx from the front end surface Sf1 of the fuel cell FC and the front end surface Sh1 of the support portion 16. Therefore, when the load 100 moves backward due to an impact at the time of the collision, the load 100 collides with the drive motor M at an earlier timing than in the first embodiment. In addition, since the front end surface Sm1 of the driving motor M is disposed in front of the front end surface Sf1 of the fuel cell FC and the front end surface Sh1 of the support portion 16, even when the mounted object 100 is relatively large, the mounted object 100 is a fuel cell. It collides with the drive motor M before FC.

  The vehicle of the fourth embodiment having the above configuration has the same effect as the vehicle VE of the first embodiment. In addition, since the driving motor M is arranged so that the front end surface Sm1 of the driving motor M protrudes forward from the front end surface Sf1 of the fuel cell FC and the front end surface Sh1 of the support portion 16, The loaded object 100 can collide with the driving motor M before the fuel cell FC and the support portion 16. Therefore, the downward movement and the backward movement of the driving motor M due to the collision of the load 100 can be generated before the backward movement of the fuel cell FC due to the collision of the load 100. It can be rotated more reliably downward. In addition, since the driving motor M is disposed further forward than the first embodiment, when the collision occurs, the mounted object 100 can collide with the driving motor M at an earlier timing. Therefore, since the rotation of the fuel cell FC can be generated at an earlier timing, the expansion of the crushable zone can be started at an earlier timing. In addition, since the rotation of the fuel cell FC can be generated at an earlier timing, the fuel cell FC can be further rotated to a state close to the vertical placement. Therefore, the crushable zone can be further expanded.

E. Fifth embodiment:
FIG. 13 is a cross-sectional view showing the arrangement of the fuel cell and the drive motor in the engine compartment of the vehicle of the fifth embodiment. In FIG. 13, for convenience of illustration, the pair of side members 18a and 18b is omitted. The vehicle of the fifth embodiment is different from the vehicle VE of the first embodiment in that it includes an impact transmission unit 50, and the other configuration is the same as that of the first embodiment.

  The impact transmission unit 50 is a rigid material extending in the longitudinal direction of the vehicle, and is joined below the front end surface Sm1 of the drive motor M. The impact transmission unit 50 collides with the mounted object 100 when the mounted object 100 moves rearward due to an impact at the time of collision, and transmits the force generated by the collision to the driving motor M. The front end position of the impact transmission unit 50 is positioned forward by Δx from the front end surface Sf1 of the fuel cell FC and the front end surface Sh1 of the support unit 16. Therefore, when the mounted object 100 moves rearward due to an impact at the time of the collision, the mounted object 100 collides with the driving motor M via the impact transmitting unit 50 at an earlier timing than in the first embodiment. In addition, since the tip of the impact transmission portion 50 is disposed in front of the tip surface Sf1 of the fuel cell FC and the tip surface Sh1 of the support portion 16, the load 100 can be used even when the load 100 is relatively large. It collides with the impact transmission part 50 earlier.

  The vehicle of the fifth embodiment having the above configuration has the same effects as the vehicle VE of the first embodiment and the vehicle of the fourth embodiment. In addition, the impact transmission part 50 in a 5th Example is corresponded to the highly rigid member in a claim.

F. Sixth embodiment:
FIG. 14 is a perspective view showing an arrangement state of the fuel cell and the drive motor in the engine compartment of the vehicle of the sixth embodiment. The vehicle according to the sixth embodiment does not include the support portion 16, the support shaft 12, and the pair of brackets 10a and 10b, and includes a pair of joint portions 24a and 24b instead of the pair of bearing portions 14a and 14b. Unlike the vehicle VE of the first embodiment, the other configuration is the same as that of the first embodiment in that it is provided with a pair of brackets 25a and 25b.

  The joint portion 24a is disposed at the same position as the bearing portion 14a of the first embodiment. Similarly, the joint portion 24b is disposed at the same position as the bearing portion 14b of the first embodiment. The bracket 25a is joined to the bearing portion 14a and the first side surface Sf2 of the fuel cell FC. Similarly, the bracket 25b is joined to the bearing portion 14b and the second side surface Sf3 of the fuel cell FC.

  The fuel cell FC is placed on the upper surface of the drive motor M and joined to the drive motor M. Therefore, the fuel cell FC is supported by the drive motor M and supported by the pair of side members 18a and 18b via the pair of brackets 25a and 25b.

  In the vehicle of the sixth embodiment having such a configuration, when a frontal collision occurs and the load 100 collides with the driving motor M, the driving motor M moves downward and rearward (direction d1). . Since the fuel cell FC is joined to the drive motor M, the movement stress (downward and backward force) of the drive motor M is transmitted to the fuel cell FC. Here, since the fuel cell FC is joined to the pair of brackets 25a and 25b, the tip surface Sf1 side of the fuel cell FC connects the pair of brackets 25a and 25b due to the movement stress of the drive motor M. The virtual axis CX is rotated downward about the axis, and the back surface Sf0 side is rotated upward about the virtual axis CX.

  The vehicle of the sixth embodiment having the above configuration has the same effect as the vehicle VE of the first embodiment. In addition, since the support portion 16, the support shaft 12, and the pair of brackets 10a and 10b can be omitted, the manufacturing cost of the vehicle VE can be suppressed. In the sixth embodiment, the pair of brackets 25a and 25b corresponds to a support portion in claims. As can be understood from each of the above embodiments, an arbitrary support portion that supports the fuel cell so as to be rotatable in the height direction of the vehicle by the stress of the movement of the motor can be employed in the vehicle of the present invention. In the sixth embodiment, the upper surface of the drive motor M corresponds to the transmission portion in the claims.

G. Variations:
In addition, elements other than the elements claimed in the independent claims among the constituent elements in each of the above embodiments are additional elements and can be omitted as appropriate. The present invention is not limited to the above-described examples and embodiments, and can be implemented in various modes without departing from the gist thereof. For example, the following modifications are possible.

G1. Modification 1:
In each embodiment, the fuel cell FC is disposed vertically above the drive motor M. However, instead of the fuel cell FC or in addition to the fuel cell FC, a PCU (Power Control Unit) A control unit) can also be arranged. Even in such a configuration, it is possible to suppress horizontal movement of the PCU rearward at the time of a vehicle collision. When the fuel cell FC and PCU are arranged vertically above the drive motor M, the fuel cell FC is arranged above the drive motor M and the PCU is arranged above the fuel cell FC, or the fuel cell FC. And the PCU can be employed in such a manner that the PCU and the PCU are arranged horizontally in the vertical position above the drive motor M.

G2. Modification 2:
In the second embodiment, the pair of brackets 20a and 20b are joined to both the drive motor M and the support portion 16, but instead, they are joined to only one of them and joined to the other. It can also be set as the structure which is not performed. For example, the pair of brackets 20 a and 20 b may be joined to the drive motor M and not joined to the support portion 16. In this configuration, the drive motor M and the fuel cell FC are not connected in normal times (when no collision occurs). Also in this configuration, as shown in FIGS. 8 and 9, since the pair of brackets 20a and 20b also rotate upward as the rear end side of the drive motor M rotates upward, the pair of brackets 20a and 20b. Can abut the support portion 16 and push up the rear end side of the support portion 16. As can be understood from the above-described embodiments and modifications, any transmission unit that transmits the stress of motor movement in the engine compartment to the fuel cell can be employed in the vehicle of the present invention.

G3. Modification 3:
In the sixth embodiment, the drive motor M and the fuel cell FC are joined. However, instead of this, the drive motor M and the fuel cell FC may be joined. In this configuration, when the drive motor M moves downward and rearward due to the collision of the mounted object 100, the drive motor M is separated from the fuel cell FC, so that the support of the fuel cell FC below is lost. In this case, the fuel cell FC is supported only by the pair of brackets 25a and 25b. Here, since the joining position of the pair of brackets 25a and 25b in the fuel cell FC is close to the back surface Sf0, the pair of brackets 25a and 25b cannot support the weight of the fuel cell FC, and the front end surface of the fuel cell FC. The Sf1 side will move downward. In this case, the front end surface Sf1 side of the fuel cell FC rotates downward about the virtual axis CX, and the back surface Sf0 side rotates upward about the virtual axis CX.

G4. Modification 4:
In the first to fifth embodiments, the support shaft 12 is provided as a shaft for rotating the fuel cell FC. However, the support shaft 12 may be omitted. In this case, it is possible to employ a configuration in which a cross member, which is a rigid member disposed between the pair of side members 18a and 18b, is used as a shaft for rotating the fuel cell FC.

G5. Modification 5:
In the fifth embodiment, a rigid member extending in the longitudinal direction of the vehicle is used as the impact transmission unit 50. Instead, an arbitrary member having a high rigidity to be disposed in the engine compartment EC is used. It can also be used. Specifically, a configuration in which an air compressor, a water pump, various pipes, and the like are disposed in front of the drive motor M and joined to the front end surface Sm1 of the drive motor M can be employed. Also in this configuration, the front end positions of the air compressor, the water pump, various pipes, and the like are positioned in front of the front end surface Sf1 of the fuel cell FC, so that the same effect as the vehicle of the fifth embodiment is obtained. Play.

  Further, instead of the configuration in which the impact transmission unit 50, the air compressor, and the like are joined to the drive motor M, a configuration in which the impact transmission unit 50 and the air compressor are not joined to the drive motor M may be employed. For example, it is possible to adopt a configuration in which the impact transmission unit 50, the air compressor, and the like are disposed in front of the drive motor M apart from the drive motor M. Also in this configuration, in the event of a collision, the impact transmission unit 50 moves rearward along with the rearward movement of the load 100, so that the impact transmission unit 50 and the drive motor M come into contact with each other. The same effect as the embodiment is achieved.

  Further, in the fifth embodiment, the front end surface Sm1 of the drive motor M, the front end surface Sf1 of the fuel cell FC, and the front end surface Sh1 of the support portion 16 have substantially the same position in the vehicle length direction. However, the present invention is not limited to this. Similarly to the fourth embodiment, a configuration in which the front end surface Sm1 of the drive motor M protrudes forward from the front end surface Sf1 of the fuel cell FC and the front end surface Sh1 of the support portion 16 may be employed. On the contrary, a configuration in which the front end surface Sm1 of the drive motor M protrudes rearward from the front end surface Sf1 of the fuel cell FC and the front end surface Sh1 of the support portion 16 can be employed. Also in this configuration, the front end position of the impact transmission unit 50 is positioned ahead of the front end surface Sf1 of the fuel cell FC and the front end surface Sh1 of the support unit 16, so that the mounted object 100 can be moved to the fuel in the event of a collision. The battery FC and the support portion 16 can also be caused to collide with the drive motor M first.

G6. Modification 6:
In the first to fifth embodiments, the pair of bearing portions 14a and 14b and the support shaft 12 are offset in the longitudinal direction of the vehicle VE with respect to the center position (center of gravity) of the fuel cell FC in the longitudinal direction of the vehicle. However, the present invention is not limited to this. The pair of bearing portions 14a and 14b and the support shaft 12 may be disposed at the center position (center of gravity position) of the fuel cell FC in the longitudinal direction of the vehicle VE. Even in this case, the support unit 16 and the fuel cell FC are pulled downward through the pair of brackets 10a and 10b or the pair of brackets 20a and 20b by the movement of the drive motor M. It can be rotated vertically downward. Further, as shown in the third modification, even in the configuration in which the driving motor M and the fuel cell FC are not joined in the sixth embodiment, the virtual axis CX passing through the pair of brackets 25a and 25b is caused by the impact of the collision. The fuel cell FC can be rotated as a shaft.

G7. Modification 7:
In each embodiment, the engine compartment EC is arranged on the front side of the vehicle, but the present invention can be applied to a configuration arranged on the rear side of the vehicle instead. Even in this configuration, it is possible to suppress the forward movement of the fuel cell FC or PCU at the time of a rear collision of the vehicle. In addition, it is possible to prevent the fuel cell FC or PCU from colliding with the boundary between the engine compartment and the passenger compartment CA during a rear collision.

G8. Modification 8:
In each embodiment, the vehicle VE is an electric vehicle, but the present invention can also be applied to a hybrid vehicle including a gasoline engine and a motor as power sources.

  10a, 10b, 20a, 20b, 25a, 25b ... bracket, 12 ... support shaft, 14a, 14b ... bearing part, 15a, 15b ... frame, 16 ... support part, 17 ... reinforcing frame, 18a, 18b ... side member, 24a , 24b ... Junction part, 26 ... Second support part, 50 ... Shock transmission part, 100 ... Mounted object, M ... Drive motor, P1 ... Corner, CA ... Car compartment, EC ... Engine compartment, FC ... Fuel cell, VE ... Vehicle, DP ... Dash panel, FP ... Floor panel, FW ... Front wheel, RW ... Rear wheel, CX ... Virtual axis, Cf ... Center position, Sf0 ... Back, Sf1, Sm1, Sh1 ... Tip face, Sf2 ... First Side, Sf3 ... second side

Claims (8)

A vehicle,
The engine compartment,
A motor disposed in the engine compartment;
A fuel cell disposed above the motor in the engine compartment for supplying power to the motor;
A support part for supporting the fuel cell, the support part for rotatably supporting the fuel cell in a height direction of the vehicle;
A vehicle comprising: The vehicle according to claim 1,
The support unit supports the fuel cell at a position offset in a length direction of the vehicle with respect to a center of gravity position of the fuel cell in a length direction of the vehicle. The vehicle according to claim 1 or 2, further comprising:
A vehicle comprising: a transmission unit that is disposed at a position offset in the longitudinal direction of the vehicle with respect to the support unit, and transmits a stress of movement of the motor in the engine compartment to the fuel cell. The vehicle according to claim 3, wherein
The vehicle, wherein the transmission unit is in contact with the motor and the fuel cell, respectively, in a state where no collision of the vehicle occurs. The vehicle according to any one of claims 1 to 4, further comprising:
A pair of side members arranged apart from each other in the width direction of the vehicle in the engine compartment;
The support unit includes a rod-shaped member having both ends connected to the pair of side members. The vehicle according to any one of claims 1 to 5,
The engine compartment is arranged on the front side of the vehicle,
A vehicle, wherein a front end portion of the motor projects forward from a front end portion of the fuel cell. The vehicle according to any one of claims 1 to 6, further comprising:
A high-rigidity member that is disposed in front of the motor in the engine compartment and has a high rigidity,
The engine compartment is arranged on the front side of the vehicle,
A vehicle, wherein a front end portion of the high-rigidity member projects further forward than a front end portion of the fuel cell. A vehicle equipped with a fuel cell,
The engine compartment,
A motor disposed in the engine compartment and driven by electric power supplied from the fuel cell;
A power control unit disposed above the motor in the engine compartment for supplying the motor with the power obtained by the fuel cell;
A support portion for supporting the power control unit, the support portion supporting the power control unit so as to be rotatable in a height direction of the vehicle;
A vehicle comprising:

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