JP2016139590A - Fuel battery vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel battery vehicle that can perform determination as to interception of hydrogen under collision while reducing the number of components and reducing the cost.SOLUTION: In a fuel battery vehicle 1 comprising a hydrogen tank for storing hydrogen to be supplied to an anode of a fuel battery, a cut-off valve 2 for switching intercommunication and interception between the inside of the hydrogen tank and the anode, SRS 23 for detecting collision of a vehicle, and a passenger protection device for protecting a passenger on the basis of a detection result of SRS 23, SRS 23 keeps ON-state under a vehicle driving state where IG 11 is set to ON-state and under a stop-time valve opening state where a cut-off valve 2 is set to a valve open state in connection with start of the operation of the fuel battery when IG 11 is under OFF-state, and the cut-off valve 2 is set to a valve closed state when the collision of the vehicle is detected by SRS 23.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a fuel cell vehicle.

  Conventionally, a so-called fuel cell vehicle that travels by driving a drive motor with electric power generated by a fuel cell is known. In a fuel cell vehicle, a hydrogen tank in which hydrogen is stored is connected to the fuel cell via an anode supply channel, and the anode inside the hydrogen tank and the anode of the fuel cell are passed through the anode supply channel by a shutoff valve connected to the hydrogen tank. Communication with and disconnection from is switched.

  Here, for example, Patent Document 1 below discloses a configuration in which the supply of hydrogen to the fuel cell is interrupted when a collision load is input to the vehicle at the time of a collision. Further, as a method of detecting a collision of the fuel cell vehicle, a method using an SRS (auxiliary restraint device) that controls an occupant protection device such as an airbag can be considered. In this case, when a vehicle collision is detected by SRS, in addition to the airbag being deployed, the shutoff valve is closed, and the supply of hydrogen to the fuel cell is shut off.

JP-T-2004-500687

  By the way, in the fuel cell vehicle described above, when the predetermined condition is satisfied in the ignition off state, oxygen remaining in the fuel cell is consumed by power generation (discharge power generation), or the inside of the fuel cell is scavenged, so-called deterioration suppression. Processing may be performed. In this case, the shut-off valve is opened even when the ignition is off (hereinafter referred to as a valve open state when the vehicle is stopped). On the other hand, since the SRS described above is linked to ignition on / off, power supply to the SRS is interrupted when the ignition is off. Therefore, the collision detection by SRS cannot be performed in the above-described valve open state when the vehicle is stopped.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a fuel cell vehicle capable of determining whether or not hydrogen is interrupted at the time of collision after reducing the number of parts and reducing the cost. And

  In order to achieve the above object, the invention described in claim 1 is supplied to a fuel cell, a control unit (for example, FCUCU 24 in the embodiment) that controls driving of the fuel cell, and an anode of the fuel cell. A hydrogen tank that stores hydrogen (for example, the hydrogen tank 3 in the embodiment), a shut-off valve that switches communication between the inside of the hydrogen tank and the anode (for example, the shut-off valve 2 in the embodiment), and a vehicle collision. A collision detection unit to detect (for example, the SRS 23 or the blocking unit 100 in the embodiment) and an occupant protection device (for example, the airbag 16 in the embodiment) that protects the occupant based on the detection result by the collision detection unit. In the fuel cell vehicle, the control unit is a predetermined unit in which an ignition (for example, IG11 in the embodiment) is in an off state. When the condition is satisfied, the fuel cell is changed from a stopped state to a driving state, and the collision detection unit is configured to drive the vehicle when the ignition is turned on, and to start driving the fuel cell when the ignition is turned off. The shut-off valve is kept open when the vehicle is stopped when the shut-off valve is open, and the shut-off valve is in a closed state when the collision detection unit detects the collision of the vehicle. Features.

  In the invention described in claim 2, the occupant protection device performs an on-operation when the collision detection unit detects a collision of the vehicle in the vehicle driving state, and in the valve stop state when the vehicle is stopped. An on operation is not performed when a collision of the vehicle is detected by the collision detection unit.

  In the invention described in claim 3, the control unit controls the opening / closing operation of the shut-off valve, and the collision detection unit monitors an on / off state of the ignition, and when the ignition is in an off state, Based on the opening information of the shutoff valve output from the control unit, the sleep state is turned on, and the control unit closes the shutoff valve when the collision detection unit detects a collision of the vehicle. It is characterized by that.

  In the invention described in claim 4, the control unit that controls the opening / closing operation of the shut-off valve and outputs valve-opening information for turning on the collision detection unit when the shut-off valve is opened (for example, implementation) FCCU24) in the form, wherein the control unit closes the shut-off valve when a collision of the vehicle is detected by the collision detection unit.

  In the invention described in claim 5, the collision detection unit includes a first collision detection unit (for example, SRS23 in the embodiment) that is turned on only when the ignition is turned on and the vehicle is driven, and the vehicle. And a second collision detection unit (for example, a blocking unit 100 in the embodiment) that is turned on only when the predetermined condition other than the driving state is satisfied.

  The invention described in claim 6 is characterized in that the occupant protection device operates based only on a detection result by the first collision detection unit.

  According to the first aspect of the present invention, the collision detection unit that controls the operation of the occupant protection device maintains the ON state in the vehicle driving state and the valve open state when the vehicle is stopped. Can be performed by the collision detection unit.

  According to the second aspect of the present invention, the occupant protection device is not turned on when the seatbelt wearing state is unknown or the occupant's posture is not stable, such as the valve open state when the vehicle is stopped. As a result, the protection performance of the occupant can be improved.

  According to the invention described in claim 3, the collision detection unit monitors the ignition on / off state, and when the ignition is in the off state, from the sleep state based on the valve opening information output from the control unit. Since the vehicle is in the on state, the collision detection unit can be quickly turned on in the valve open state when the vehicle is stopped.

  According to the fourth aspect of the present invention, the on / off control of the collision detection unit can be performed by the control unit, so that power is supplied to the collision detection unit only when the shut-off valve is opened. Therefore, when the shutoff valve is closed (when the fuel cell vehicle is stopped), it is not necessary to make the collision detection unit stand by in the sleep state, and power saving can be achieved.

  According to the fifth aspect of the present invention, by using different collision detection units according to the ignition state, it is possible to use an optimum collision detection unit according to the ignition state. Thereby, simplification of control can be achieved compared with the case where the determination of the hydrogen cutoff at the time of the collision occurrence is performed by only one collision detection unit regardless of the ignition state. In this case, when the ignition is on, the first collision detection unit with high accuracy and reliability can be used, and the shutoff valve is closed during traveling by misjudging the collision of the fuel cell vehicle or the like. Can be suppressed. On the other hand, when the ignition is off, there is no risk of the fuel cell vehicle getting stuck on the road even if the collision of the fuel cell vehicle is misjudged. it can.

  According to the sixth aspect of the present invention, the occupant protection device is not turned on when the wearing state of the seat belt is unknown or the occupant's posture is not stable, such as the valve open state when the vehicle is stopped. As a result, the protection performance of the occupant can be improved.

It is a block diagram which shows the power supply structure of the fuel cell vehicle in 1st Embodiment of this invention. It is a block diagram for demonstrating the collision control apparatus of the fuel cell vehicle in 1st Embodiment of this invention. It is a flowchart for demonstrating a collision control method. It is a timing chart which shows the state of the shut-off valve with respect to IG state of a fuel cell vehicle, and SRS. It is a block diagram which shows the power supply structure of the fuel cell vehicle in 2nd Embodiment of this invention. It is a block diagram which shows the power supply structure of the fuel cell vehicle in 3rd Embodiment of this invention.

Next, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
[Fuel cell vehicle]
In this embodiment, the fuel cell mounted on the fuel cell vehicle 1 (see FIG. 1) forms a cell by sandwiching a solid polymer electrolyte membrane made of, for example, a solid polymer ion exchange membrane between an anode and a cathode. The fuel cell stack is formed by stacking a plurality of the cells. Air fed by a compressor is supplied to the cathode of the fuel cell through the cathode supply channel. On the other hand, hydrogen stored in the hydrogen tank 3 (see FIG. 2) is supplied to the anode of the fuel cell through the anode supply channel. The hydrogen tank 3 is switched between communication and shutoff with the anode by a shutoff valve 2 (see FIG. 1) made up of a pilot solenoid valve or the like.

  In the fuel cell having such a configuration, when hydrogen is supplied to the anode and air is supplied to the cathode, hydrogen ions generated by the catalytic reaction at the anode move through the solid polymer electrolyte membrane to the cathode, Causes an electrochemical reaction with oxygen at the cathode. Thus, power is generated in the fuel cell, and the drive motor is driven by the power generated by the fuel cell, so that the fuel cell vehicle 1 travels.

FIG. 1 is a configuration diagram showing a power source configuration of the fuel cell vehicle 1.
As shown in FIG. 1, the fuel cell vehicle 1 includes an IG (ignition) 11, a first relay 12 and a second relay 13, a collision cutoff relay 14, a battery 15, and an airbag (occupant protection device) 16 ( 2) and a collision control device 17 are mainly provided.

FIG. 2 is a block diagram for explaining the collision control device 17 of the fuel cell vehicle 1.
As shown in FIG. 2, the collision control device 17 includes a power supply ECU 21 that performs on / off control of the first relay 12, a first collision sensor 22, and an SRS (collision detection unit) 23 that detects a collision of the fuel cell vehicle 1. And a fuel cell, a shutoff valve 2, and an FC ECU (control unit) 24 for controlling a fuel cell system such as a compressor. The power supply ECU 21 and the FC ECU 24 are configured by an electronic circuit unit including a CPU, a RAM, a ROM, an interface circuit, and the like.

  As shown in FIGS. 1 and 2, when the power supply ECU 21 detects the ON state of the IG 11, the power supply ECU 21 excites the coil of the first relay 12 to place the first relay 12 in the connected state. When the first relay 12 enters the connected state, IG power is supplied to the SRS 23, and the SRS 23 shifts from the sleep state to the on state. Further, when the first relay 12 is in the connected state, the IG power is supplied to the FC ECU 24 and the fuel cell system is activated.

  As shown in FIG. 2, the first collision sensor 22 is attached to the outside (for example, a bumper) of the SRS 23 and detects the acceleration of the fuel cell vehicle 1. In the present embodiment, the first collision sensor 22 includes a longitudinal acceleration sensor 33 that detects longitudinal acceleration and a lateral acceleration sensor 34 that detects lateral acceleration.

  The SRS 23 controls the operation of the airbag 16 and is constantly supplied with power from the battery 15 to monitor the on / off state of the IG 11. The SRS 23 is in a sleep state (power saving state) when the IG 11 is in an off state and the shutoff valve 2 is in a closed state. Note that the sleep state stands by under a minimum supply power, and can quickly shift to the on state when there is a predetermined start-up request (the above-mentioned IG power supply or valve opening information of the shutoff valve 2). State.

  The SRS 23 mainly includes a second collision sensor 41, a collision determination unit 42, a device output unit 43, a collision detection signal transmission unit 44, an IG determination unit 45, and an activation control unit 46.

  The second collision sensor 41 includes a longitudinal acceleration sensor 51 that detects longitudinal acceleration, a lateral acceleration sensor 52 that detects lateral acceleration, and an angular velocity sensor 53 that detects the angular velocity of the fuel cell vehicle 1 in the roll direction, for example. And a vertical acceleration sensor 54 for detecting the acceleration in the vertical direction.

The collision determination unit 42 includes a front / rear collision determination unit 55, a left / right collision determination unit 56, and a rollover determination unit 57.
The front / rear collision determination unit 55 determines whether fuel is detected when detection results (acceleration values, etc.) of the front / rear acceleration sensor 33 of the first collision sensor 22 and the front / rear acceleration sensor 51 of the second collision sensor 41 are equal to or greater than a predetermined threshold. It is determined that a collision (for example, a front collision or a rear collision) has occurred in the battery vehicle 1.
The left / right collision determination unit 56 determines whether the left and right acceleration sensor 34 of the first collision sensor 22 and the left / right acceleration sensor 52 of the second collision sensor 41 have a detection result (such as an integrated value of acceleration) that is equal to or greater than a predetermined threshold value. It is determined that a collision (for example, a side collision) has occurred in the battery vehicle 1.
The rollover determination unit 57 indicates that a collision (for example, rollover) has occurred in the fuel cell vehicle 1 when the detection results (acceleration integrated values, etc.) of the angular velocity sensor 53 and the vertical acceleration sensor 54 are equal to or greater than a predetermined threshold. judge.

The collision detection signal transmission unit 44 outputs a collision detection signal toward the FC ECU 24 when the collision determination unit 42 determines the collision.
The IG determination unit 45 determines whether or not the IG 11 is on based on the above-described presence / absence of supply of the IG power.

The device output unit 43 outputs ignition current information toward the inflator of the airbag 16 when the IG 11 is in the on state and the collision determination unit 42 determines the collision. That is, when the IG 11 is in an off state, the device output unit 43 does not output ignition current information even if the collision determination unit 42 determines a collision.
The activation control unit 46 is in a vehicle driving state in which the IG 11 is turned on, and in a vehicle opening state in which the shutoff valve 2 is opened with the start of driving of the fuel cell when the IG 11 is in the off state. The SRS 23 is turned on. Specifically, the activation control unit 46 receives the opening information of the shut-off valve 2 from the valve opening execution unit 61 (to be described later) of the FC ECU 24 when receiving the supply of the IG power from the power supply ECU 21 and not receiving the supply of the IG power. When received, the SRS 23 is turned on.

  The FC ECU 24 mainly includes a valve opening execution unit 61, a collision occurrence reception unit 62, and a collision cutoff execution unit 63. The FC ECU 24 is always supplied with power from the battery 15. Then, the FCECU 24 excites the coil of the second relay 13 based on the IG voltage supplied from the power supply ECU 21 to bring the second relay 13 into a connected state. As a result, the fuel cell system is activated.

  The valve opening execution part 61 opens the shut-off valve 2 when performing the deterioration suppressing process in the on state (vehicle driving state) of the IG 11 or the off state of the IG 11. Specifically, the coil of the collision cutoff relay 14 is excited to bring the collision cutoff relay 14 into a connected state. When the shut-off valve 2 is opened, the valve opening execution unit 61 outputs the valve opening information toward the activation control unit 46 of the SRS 23 described above. The deterioration suppression process is a process performed with the fuel cell in a driving state when the predetermined condition is satisfied when the IG 11 is in an off state. For example, the above-described discharge power generation, scavenging, and freeze prevention power generation (droplet removal power generation or dry power generation). , Hydrogen replenishment, pre-air-conditioning (a process for operating the air-conditioning before the scheduled start time of traveling to bring the temperature in the passenger compartment to an appropriate temperature), and the like.

The collision occurrence reception unit 62 receives the collision detection signal output from the above-described collision detection signal transmission unit 44.
When the collision occurrence reception unit 62 receives a collision detection signal, the collision cutoff execution unit 63 performs the valve closing operation of the cutoff valve 2. Specifically, the collision cutoff execution unit 63 cancels excitation of the coil of the collision cutoff relay 14 and puts the collision cutoff relay 14 in a disconnected state. Thereby, the cutoff valve 2 will be in a valve closing state.

[Collision control method]
Next, a collision control method for the fuel cell vehicle 1 will be described. FIG. 3 is a flowchart for explaining the collision control method. FIG. 4 is a timing chart showing the states of the shutoff valve 2 and the SRS 23 with respect to the IG state of the fuel cell vehicle 1. The routine shown below is mainly executed by the power supply ECU 21, the SRS 23, and the FC ECU 24. Moreover, the chain line in FIG. 4 has shown the state of conventional SRS23.

As shown in FIG. 3, in step S1, the power supply ECU 21 determines whether or not the IG 11 is in an on state.
When the determination result in step S1 is “NO” (when IG11 is in the off state), the process proceeds to step S2 (T2 and after in FIG. 4).
If the determination result in step S1 is “YES”, it is determined that the vehicle is in a driving state (T1 to T2 in FIG. 4), and the process proceeds to step S3.

In step S2, it is determined whether or not the shutoff valve 2 is open. That is, in step S2, it is determined whether or not the fuel cell vehicle 1 is in the valve open state when the vehicle is stopped and the deterioration suppressing process is being performed.
When the determination result in step S2 is “NO” (when the shutoff valve 2 is in a closed state), the deterioration suppression process is not performed, and the fuel cell vehicle 1 is in a stopped state (T3 to T4 in FIG. 4). Judge that there is. In this case, the process returns to step S1.
On the other hand, when the determination result in step S2 is “YES” (when the shutoff valve 2 is in the open state), the fuel cell vehicle 1 is in the open state when the vehicle is stopped (T2 to T3 in FIG. 4). judge.

  Next, in step S3, the SRS 23 is turned on (T1 to T3 in FIG. 4 and after T4). Specifically, the activation control unit 46 of the SRS 23 switches the SRS 23 from the sleep state to the on state based on the IG voltage supplied from the power supply ECU 21 and the valve opening information output from the valve opening execution unit 61 of the FC ECU 24. . In the vehicle driving state, the SRS 23 is turned on and the fuel cell system is also turned on.

In step S4, the collision determination unit 42 of the SRS 23 determines whether or not a collision has occurred in the fuel cell vehicle 1.
If the determination result in step S4 is “NO”, it is determined that there is no collision with the fuel cell vehicle 1. In this case, the process returns to step S1.
If the determination result in step S4 is “YES”, it is determined that a collision has occurred in the fuel cell vehicle 1, and the process proceeds to step S5.

  In step S5, the shutoff valve 2 is closed. Specifically, the FC ECU 24 sets the collision cutoff relay 14 in a disconnected state based on the collision detection signal output from the collision detection signal transmission unit 44 of the SRS 23. As a result, the shutoff valve 2 is closed and the supply of hydrogen to the fuel cell is shut off.

  In step S6, the IG determination unit 45 of the SRS 23 determines whether or not the IG 11 is in an on state.

If the determination result in step S6 is “YES”, it is determined that the vehicle is in a driving state, and the process proceeds to step S7.
And in step S7, ignition current information is output toward the inflator of the airbag 16 from the device output part 43 of SRS23. As a result, the airbag 16 is deployed to restrain the occupant. Thus, this routine is finished.

  On the other hand, if the determination result in step S6 is “NO”, it is determined that the valve is open when the vehicle is stopped, and this routine is terminated. That is, in the case of the valve open state when the vehicle is stopped, the routine is terminated without performing the deployment operation of the airbag 16.

  As described above, in the present embodiment, the SRS 23 that controls the operation of the airbag 16 is turned on in the vehicle driving state and the valve-opening state when the vehicle is stopped. Can do. In this case, since it is not necessary to provide a collision detection sensor different from the SRS 23 for determining the hydrogen cutoff in the valve open state when the vehicle is stopped, the number of parts can be reduced and the cost can be reduced.

In addition, in the present embodiment, when the collision of the fuel cell vehicle 1 is detected in the valve open state when the vehicle is stopped, the airbag 16 is not deployed.
According to this configuration, when the seatbelt wearing state is unknown, such as when the vehicle is stopped, or when the occupant's posture is not stable, the airbag 16 is not deployed, thereby The protection performance can be improved.

  In the present embodiment, since the SRS 23 monitors the on / off state of the IG 11 and when the IG 11 is in the off state, the sleep state is turned on based on the valve opening information of the shutoff valve 2 output from the FC ECU 24. The SRS 23 can be quickly turned on in the valve open state when the vehicle is stopped.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. FIG. 5 is a configuration diagram showing a power source configuration of the fuel cell vehicle 1 in the second embodiment. This embodiment is different from the first embodiment described above in that the SRS 23 operates based on the open / close state of the shutoff valve 2. In the following description, the same components as those in the first embodiment described above are denoted by the same reference numerals and description thereof is omitted.
As shown in FIG. 5, the SRS 23 is connected to the battery 15 via the second relay 13. In this case, the SRS 23 is turned on together with the fuel cell system when the FC ECU 24 sets the second relay 13 in the connected state.

  Further, the IG information based on the on / off state of the IG 11 is output from the FC ECU 24 to the SRS 23. The IG determination unit 45 (see FIG. 2) of the SRS 23 determines whether or not the IG 11 is on based on the IG information output from the FC ECU 24.

According to this configuration, since the SRS 23 is turned on when the shut-off valve 2 is opened (the vehicle drive state and the vehicle open state when the vehicle is stopped), the hydrogen shut-off at the time of occurrence of a collision is performed as in the first embodiment described above. The determination can be made by the SRS 23.
In particular, by performing on / off control of the SRS 23 by the FC ECU 24, electric power is supplied to the SRS 23 only when the shutoff valve 2 is opened. Therefore, it is not necessary to wait for the SRS 23 in the sleep state when the shutoff valve 2 is closed (the fuel cell vehicle 1 is stopped), and power saving can be achieved.

(Third embodiment)
Next, a third embodiment of the present invention will be described. FIG. 6 is a configuration diagram showing a power source configuration of the fuel cell vehicle 1 in the third embodiment. In the following description, the same components as those in the first embodiment described above are denoted by the same reference numerals and description thereof is omitted.
As shown in FIG. 6, the collision control device 17 of the present embodiment is turned on only when the vehicle is in a driving state, and when the vehicle is stopped, the SRS (first collision detection unit) 23 is turned on. And a blocking unit (second collision detection unit) 100.

In the present embodiment, the power supply of the SRS 23 is switched in conjunction with the on / off state of the IG 11. That is, the SRS 23 is supplied with IG power from the battery 15 via the first relay 12 when the IG 11 is turned on and the first relay 12 is connected. Thereby, SRS23 will be in an ON state.
On the other hand, the power supply to the SRS 23 is interrupted when the IG 11 is in an off state and the first relay 12 is in a disconnected state. Thereby, SRS23 maintains an OFF state.

The blocking unit 100 is switched between on and off states in conjunction with the state of the second relay 13. That is, when the second relay 13 is connected, the interruption unit 100 is supplied with electric power from the battery 15 and is turned on together with the fuel cell system.
On the other hand, when the second relay 13 is disconnected, the cutoff unit 100 is cut off from the power supply from the battery 15 and is turned off together with the fuel cell system.

The interruption unit 100 includes a collision sensor, a collision determination unit, a collision detection signal transmission unit, and the like (not shown).
The collision determination unit determines whether or not a collision has occurred in the fuel cell vehicle 1 based on the detection result of the collision sensor.
The collision detection signal transmission unit outputs a collision detection signal toward the FC ECU 24 when a collision is determined by the collision determination unit of the blocking unit 100.

  In the present embodiment, the collision cutoff execution unit 63 of the FC ECU 24 performs the closing operation of the cutoff valve 2 when receiving a collision detection signal output from at least one of the SRS 23 and the cutoff unit 100. Specifically, when the IG 11 is in the on state (in the vehicle driving state), the collision cutoff execution unit 63 performs the valve closing operation of the cutoff valve 2 based on the collision detection signal output from the SRS 23. On the other hand, when the IG 63 is in an off state (when the vehicle is stopped), the collision cutoff execution unit 63 performs the closing operation of the cutoff valve 2 based on the collision detection signal output from the cutoff unit 100. To do. Therefore, the blocking unit 100 may be configured to be in an on state only when the vehicle is stopped (that is, a configuration in which the IG 11 is not in an on state when the IG 11 is in an on state).

  When a collision occurs in the fuel cell vehicle 1 in the vehicle driving state, the SRS 23 outputs ignition current information from the device output unit 43 toward the inflator of the airbag 16 to deploy the airbag 16. At the same time, the SRS 23 outputs a collision detection signal from the collision detection signal transmitter 44 to the FC ECU 24. When the FCECU 24 receives the collision detection signal, the FCECU 24 closes the cutoff valve 2 with the collision cutoff relay 14 disconnected.

  On the other hand, when a collision occurs in the fuel cell vehicle 1 in the valve open state when the vehicle is stopped, the shut-off unit 100 outputs a collision detection signal from the collision detection signal transmission unit to the FC ECU 24. Then, based on the collision detection signal output from the cutoff unit 100, the FC ECU 24 closes the cutoff valve 2 with the collision cutoff relay 14 disconnected. That is, in the collision in the valve open state when the vehicle is stopped, the airbag 16 is not deployed, and only the shut-off valve 2 is closed.

  According to this structure, an optimal collision detection part can be used according to the state of IG11 by using a separate collision detection part (SRS23 and interruption | blocking unit 100) according to the state of IG11. Thereby, simplification of control can be achieved compared with the case where the determination of the hydrogen cutoff at the time of the collision is performed only by the SRS 23 regardless of the state of the IG 11. In this case, when the IG 11 is in the ON state, the highly accurate and reliable SRS 23 is used to prevent the shutoff valve 2 from being closed during traveling, such as by misjudging the collision of the fuel cell vehicle 1. it can. On the other hand, when the IG 11 is in the off state, even if the collision of the fuel cell vehicle 1 is erroneously determined, there is no risk of the fuel cell vehicle 1 getting stuck on the road. Can be used.

  Moreover, in this embodiment, the airbag 16 operates based only on the detection result of SRS23. Therefore, when the seatbelt wearing state is unknown or the occupant's posture is not stable, such as the valve open state when the vehicle is stopped, the airbag 16 is not deployed to improve the occupant protection performance. Can be achieved.

The technical scope of the present invention is not limited to the above-described embodiments, and includes those in which various modifications are made to the above-described embodiments without departing from the spirit of the present invention. In other words, the configuration described in the above-described embodiment is merely an example, and can be changed as appropriate.
For example, in the above-described embodiment, the airbag 16 is described as an example of the occupant protection device, but is not limited thereto. For example, a seat belt pretensioner or the like may be used.
Moreover, as long as the various relays 12-14 mentioned above are the structures which can switch a connection state and a non-connection state, you may employ | adopt a contactor etc., for example.

  Further, in the above-described embodiment, the airbag 16 is configured not to be deployed when the collision of the fuel cell vehicle 1 occurs in the valve-opening state when the vehicle is stopped. Further, in the valve open state when the vehicle is stopped, it is possible to detect whether or not the airbag 16 is deployed by detecting the seat belt wearing state. That is, the deployment operation of the airbag 16 may be performed when the seat belt is in the mounted state, and the deployment operation of the airbag 16 may not be performed when the seat belt is in the non-mounted state.

1 ... Fuel cell vehicle (vehicle)
2 ... Shut-off valve 3 ... Hydrogen tank 11 ... IG (ignition)
16 ... Airbag (occupant protection device)
23 ... SRS (collision detection unit, first collision detection unit)
24 ... FCECU (control unit)
100 ... interception unit (second collision detector)

Claims (6)

A fuel cell;
A control unit for controlling driving of the fuel cell;
A hydrogen tank for storing hydrogen supplied to the anode of the fuel cell;
A shutoff valve for switching communication and shutoff between the inside of the hydrogen tank and the anode;
A collision detection unit for detecting a vehicle collision;
In a fuel cell vehicle comprising: an occupant protection device that protects an occupant based on a detection result by the collision detection unit;
The control unit changes the fuel cell from a stopped state to a driving state when a predetermined condition is satisfied when the ignition is off.
The collision detection unit is opened when the vehicle is stopped when the ignition is turned on, and when the ignition is turned off, the shutoff valve is opened when the fuel cell starts driving. Stay on in the state,
The fuel cell vehicle according to claim 1, wherein the shutoff valve is closed when the collision detection unit detects a collision of the vehicle. The occupant protection device is
In the vehicle driving state, when a collision of the vehicle is detected by the collision detection unit, an on operation is performed,
2. The fuel cell vehicle according to claim 1, wherein an on-operation is not performed when a collision of the vehicle is detected by the collision detection unit in the valve open state when the vehicle is stopped. The control unit controls the opening / closing operation of the shut-off valve,
The collision detection unit monitors the ignition on / off state, and when the ignition is in an off state, the collision detection unit is turned on from a sleep state based on valve opening information output from the control unit,
3. The fuel cell vehicle according to claim 1, wherein the control unit closes the shut-off valve when a collision of the vehicle is detected by the collision detection unit. The control unit for controlling the opening and closing operation of the shut-off valve, and for outputting valve opening information for turning on the collision detection unit when the shut-off valve is opened,
3. The fuel cell vehicle according to claim 1, wherein the control unit closes the shut-off valve when a collision of the vehicle is detected by the collision detection unit. The collision detection unit
A first collision detection unit that is turned on only in the vehicle driving state;
The fuel cell vehicle according to claim 1, further comprising: a second collision detection unit that is turned on when the vehicle is stopped.   The fuel cell vehicle according to claim 5, wherein the occupant protection device operates based only on a detection result by the first collision detection unit.

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