Chassis for a vehicle including a tank

Abstract

Chassis for a vehicle comprising a tank. Chassis (10) for a vehicle, comprising a first longitudinal member (11A), a second longitudinal member (11B) and a tank (2) for storing an energy fluid, the longitudinal members extending parallel to a longitudinal axis (X), the tank being arranged as an extension of the longitudinal members along the longitudinal axis and fixed to the longitudinal members (11A, 11B), the tank being designed to support a load exerted by at least one piece of equipment installed in the vehicle and / or by bodywork elements of the vehicle. Figure for the abbreviation: Figure 2

Description

Description Title of the invention: Chassis for a vehicle comprising a reservoir Technical field of the invention

[0001] The invention relates to a chassis for a vehicle comprising a tank intended for storing an energy-rich fluid, particularly hydrogen. The invention also relates to an arrangement for a vehicle comprising such a chassis. The invention also on a vehicle, in particular a motor vehicle, comprising such a chassis and / or such an arrangement. Prior art

[0002] In order to make the use of vehicles less polluting, vehicles are known equipped with a fuel cell powered by hydrogen. vehicles therefore carry a tank in which hydrogen is stored before to be consumed by the fuel cell. The pressure of hydrogen in these re- The pressure in the reservoirs can be very high, for example, on the order of 700 bar. must therefore be particularly resistant to the mechanical stresses exerted by hydrogen under pressure. Furthermore, hydrogen is a highly flammable gas which This poses a fire risk in the event of a leak. Hydrogen tanks must Therefore, they must also be shock-resistant, so as to guarantee passenger safety. in case of a vehicle accident.

[0003] — Known prior art reservoirs generally take the form of a or several cylinders carried in the vehicle, for example posi- cylinders These tanks are mounted under the vehicle seats. They are very heavy. Not only the Fuel tanks increase the overall weight of the vehicle, but they also require a The chassis is reinforced to hold them. The chassis is therefore also more massive, which This goes against the objective of providing a more energy-efficient vehicle. Furthermore, The tanks are also very large and their integration into a vehicle penalizes the available space for passengers or for storing items. In part- particularly when the tanks are positioned under the vehicle seats, the seat of These seats can be raised, which negatively impacts the vehicle's interior space. Finally, these re- servos are also complex to fix reliably and stably within the vehicle. Presentation of the invention

[0004] The object of the invention is to provide a chassis for a vehicle remedying the incons- the above-mentioned and improving upon known prior art chassis.

[0005] More specifically, a first object of the invention is to provide a vehicle equipped of a reservoir intended to store an energy fluid such as hydrogen that is re- relatively lightweight, simple to assemble and which allow to retain a relatively large volume for passengers or for storage. Summary of the invention The invention relates to a chassis for a vehicle, comprising a first longitudinal member, a second longitudinal member and a tank for storing an energy fluid, the longitudinal members extending parallel to a longitudinal axis, the tank being arranged in an extension of the longitudinal members along the longitudinal axis and fixed to the longitudinal members, the tank being intended to support a load exerted by at least one piece of equipment on board the vehicle and / or by bodywork elements of the vehicle. The stringers can be fixed respectively against two opposite side walls of the tank. The tank may include an upper wall with a recess intended to accommodate the seat of at least one seat. The tank may include an anti-submarine device configured to prevent a seat cushion from sliding forward in the event of an accident. The invention also relates to an arrangement for a vehicle, comprising a chassis as defined above, the arrangement further comprising at least one piece of equipment and / or bodywork elements supported by and attached to the tank. The arrangement may include at least one piece of equipment supported by and attached to the tank, at least one piece of equipment including at least one seat and / or a safety device intended to restrain a passenger in the event of an accident. The layout may include: - an anchoring device for a seat belt attached to an upper wall of the tank, and / or - an anchoring means according to ISO 13216-1:1999 fixed to an upper wall of the tank. The tank may include an upper wall with a recess intended to accommodate the seat of at least one seat, and: - the anchoring device for a fixed seat belt can be fixed to the bottom of the recess, and / or - the anchoring means according to ISO 13216-1:1999 may include an arch extending horizontally in line with the recess. The arrangement may include bodywork elements supported by the tank and attached to a rear half of the tank, with the side rails attached to a front half of the tank. The invention also relates to a vehicle, in particular a motor vehicle, including a chassis as defined above and / or an arrangement as defined above. Presentation of the figures These objects, features and advantages of the present invention will be described in detail in the following description of a particular embodiment, given by way of non-limiting example, with reference to the accompanying figures, among which: Fig. 1 is a schematic profile view of a motor vehicle according to one embodiment of the invention. [Fig.2] is a partial, perspective, top view of a vehicle chassis. [Fig.3] is a side view of a vehicle tank, with equipment attached to an upper wall of the tank. [Fig.4] is a top view of the tank in [Fig.3]. [Fig. 5] is a partial, perspective view from below of the vehicle chassis. [Fig.6] is a perspective view from below the tank, the tank being fitted with a protective casing. Figure [Fig. 7] is a longitudinal and vertical cross-sectional view of the reservoir. Fig. 8A is a partial perspective view of one embodiment of a vehicle tank. [Fig.8B] is a transparent view of the tank in [Fig.8A]. Fig. 9 is a cross-sectional view of a tank fixing interface according to a first embodiment. Fig. 10 is a cross-sectional view of a tank fixing interface according to a second embodiment. Detailed description Figure 1 schematically illustrates a motor vehicle 1 according to one embodiment of the invention. Vehicle 1 may be, for example, a passenger car or a commercial vehicle. Alternatively, it could be a truck, a bus, a lifting machine, an agricultural vehicle, or even any other type of land vehicle. The invention can also be adapted to an aircraft or a boat. In this document, the X-axis represents the longitudinal axis of vehicle 1. When moving forward in a straight line, vehicle 1 progresses from rear to front in a direction parallel to its longitudinal axis. The X-axis is oriented from the front to the rear of the vehicle, that is, in the direction of reverse. The Y-axis represents the transverse axis of the vehicle. The Y-axis is oriented from left to right, with left and right defined from the perspective of a driver of vehicle 1. The Z-axis represents the axis perpendicular to the X-axis and the Y-axis. Vehicle 1 is assumed to be resting on a horizontal surface. The Z-axis is a vertical axis, oriented from bottom to top. The X, Y and Z axes form an orthogonal coordinate system. This coordinate system, defined in relation to vehicle 1, can be used to describe a tank 2 of vehicle 1, even when considered outside the vehicle, since the tank is intended to be integrated into the vehicle according to a particular orientation. Vehicle 1 is equipped with a tank 2 according to an embodiment of the invention. Tank 2 is intended to contain an energy fluid, that is, a fluid forming an energy reserve convertible into an electromotive force capable of moving the vehicle. Tank 2 is therefore a component of vehicle 1 that gives it a certain autonomy. The tank includes, in particular, an inlet opening for filling the tank with an energy fluid and an outlet opening for delivering and then consuming the energy fluid contained in the tank. In a preferred embodiment, the tank 2 is intended for storing hydrogen, or more precisely, dihydrogen. The vehicle 1 includes a fuel cell 3 capable of converting hydrogen into an electric current and an electric motor 4 powered by an electric current from the fuel cell 3. The vehicle 1 may also include an electrochemical battery 5, for example, of the lithium-ion type. The electrochemical battery 5 can be recharged by an electric current from the fuel cell 3 and / or by connection to an electricity distribution network. The electric motor 4 can also be powered by an electric current from the electrochemical battery 5. The tank 2, in conjunction with the fuel cell 3, can thus act as a range extender for the vehicle when the electrochemical battery 5 is discharged. Alternatively, the architecture of vehicle 1 could be different. Vehicle 1 might not include an electrochemical battery, so that tank 2 would be its sole energy source. In another alternative, the vehicle could include a hydrogen-powered internal combustion engine instead of a fuel cell. In other alternatives, tank 2 could be configured to store other forms of energy gases, such as liquefied petroleum gas or natural gas. The tank could even be used to store a liquid fuel such as gasoline, diesel, or ethanol. Tank 2, which could be called the "storage device," is designed to store an energy fluid under pressure, that is, at a pressure strictly greater than atmospheric pressure. In this case, tank 2 is designed to store the energy fluid, specifically hydrogen, at a pressure greater than or equal to 700 bar. Alternatively, tank 2 could be designed to store the energy fluid at a different pressure, for example, a pressure greater than or equal to 300 bar, or 500 bar, or 1000 bar, or any other value. Tank 2 therefore includes a rigid structure 6 capable of withstanding the forces exerted by the pressurized fluid it contains. contains, that is to say, centrifugal forces acting from inside the tank 2 and which tend to make it burst. Furthermore, the tank can have a capacity of 50 liters or more, preferably 100 liters or more, or even 150 liters or more. A 100-liter tank can store approximately 4 kg of hydrogen at 700 bar, giving a motor vehicle a range of around 300 km. The tank structure 6 is also capable of withstanding significant impacts, including those occurring in the event of an accident involving vehicle 1, without generating any leakage of the energy fluid to the outside. Accident data and / or simulations and / or crash tests allow for the dimensioning of structure 6, including the required wall thicknesses, so that no energy fluid leakage occurs, even in the most severe accidents. According to the invention, the tank 2, whose high resistance is necessary to withstand the high pressures of the energy fluid it contains and to ensure the safety of the vehicle's passengers in the event of an accident, is advantageously used to form a structural element of the vehicle. A structural element is defined as a component of the vehicle that contributes to the overall rigidity of the vehicle. In other words, the tank 2 forms part of the vehicle's body, that is, part of the vehicle's frame. In particular, the tank 2 forms part of the vehicle's chassis, that is, a part of the vehicle capable of supporting the weight exerted by other vehicle components, such as the weight exerted by at least part of the vehicle's body. Furthermore, the tank not only supports the weight of certain components but also provides a mounting point for these components. In particular, the body of vehicle 1 would not be sufficiently rigid if it were not equipped with tank 2. That is to say, the body of vehicle 1 without tank 2 would deform easily, especially under the weight of the equipment carried on board or in the event of a collision, even at very low speed. Tank 2 is therefore an essential component of the body of vehicle 1, contributing to its rigidity and robustness. Integrating tank 2 into the body thus significantly reduces the amount of material used to manufacture the vehicle. Thanks to the invention, it is possible to shorten, or even eliminate, certain metal components traditionally used in the construction of the body, and in particular the chassis of a vehicle. The invention is therefore particularly original in that the tank 2, which was conventionally supported by the body, becomes an integral part of it. Moreover, the invention contradicts the common belief that a tank should be heavily protected due to the flammable or explosive nature of the energy fluid. that it contains. According to this misconception, the tank should not, under normal conditions of use, bear any stress other than that exerted by the energy fluid it contains. According to the invention, the tank is capable of supporting loads of at least one hundred kilograms, and even several hundred kilograms. These loads can be static, such as those exerted by the weight of the vehicle's body, and / or the weight of equipment such as vehicle seats, and / or the weight of vehicle passengers. These loads can also be dynamic, such as those that occur in specific situations, such as during an impact with the vehicle. These various static or dynamic loads can exert compressive or shear forces on the tank. These forces are therefore oriented in a different direction from the centrifugal forces exerted by the pressurized energy fluid inside the tank.Advantageously, the resistance of the reservoir required to withstand the pressure exerted by the energy fluid it contains is therefore also used to support loads acting in different directions. Vehicle equipment that can be supported by and attached to tank 2 includes, but is not limited to: - equipment intended to be fitted into the vehicle's passenger compartment, including seats on which vehicle passengers can sit, and / or - safety devices such as seat belts. - bodywork components, and / or - a shock-absorbing device, and / or - a set of wheels, and / or - a protective casing. More generally, tank 2 can be used to support any component or equipment installed in the vehicle. In particular, the tank can support any equipment unrelated to an energy storage or distribution system. The tank can also be used to connect several body components. Thus, it is also possible to have tank 2 support and to attach to tank 2: an electrochemical battery intended to power a vehicle powertrain, and / or a powertrain, and / or transmission means between a powertrain and the drive wheels, and / or wheel motors, and / or suspension means. Referring to [Fig. 2], reservoir 2 can have a generally parallelepiped shape. It can thus comprise three pairs of opposing walls. The first pair of opposing walls consists of a front wall 7A and a rear wall 7B. Walls 7A and 7B extend substantially parallel to the Y and Z axes. A second pair of opposing walls consists of a left side wall 8A and a right side wall 8B. Walls 8A and 8B extend substantially parallel to the X and Z axes. A third pair of opposing walls consists of an upper wall 9A and a lower wall 9B. Walls 9A and 9B extend substantially parallel to the X and Y axes. Alternatively, any other shape of the tank could be considered. The tank 2 can be arranged in the rear section of the vehicle. In particular, the tank can form a rear section of the vehicle's chassis 10, that is, a rear section of the vehicle's underbody. The chassis 10 can include two longitudinal members 11A, 11B extending parallel to the X-axis on either side of the vehicle. These two longitudinal members 11A, 11B can extend rearward only as far as the front of a rear wheel arch of the vehicle; that is, the rear end of the longitudinal members 11A, 11B is positioned in front of the vehicle's rear wheels. The longitudinal members 11A, 11B can therefore be shorter than on a conventional motor vehicle. The tank 2 is attached directly to each of the two longitudinal members. By connecting the two longitudinal members 11A, 11B, the tank 2 thus acts as a crossmember of the vehicle. Tank 2 therefore allows the two longitudinal members to be rigidly held in position relative to each other.The use of tank 2 therefore saves one or more cross members in chassis 10. In any case, vehicle 1 does not include any structural cross member connecting two longitudinal members above or below tank 2. The vehicle also does not include any structural cross member at the rear of tank 2 or directly in front of tank 2. The tank 2 extends towards the rear of the vehicle 1 in the longitudinal line of the two side members; that is, the rear end of the tank 2, in particular the rear wall 7B, is positioned further rearward than the rear ends of the side members 11A, 11B. The distance D1 along the longitudinal axis between the rear ends of the side members 11A, 11B and a rear edge of the tank 2 can preferably be greater than or equal to 20 cm, or even greater than or equal to 40 cm, or even greater than or equal to 60 cm. The tank 2 can thus extend under a trunk of the vehicle, or even up to the level of a rear bumper of the vehicle. The tank can therefore be designed to support the load exerted by all the objects stored in the trunk of the vehicle. To ensure a secure connection between the side members 11A, 11B and the tank 2, it is preferable to provide a longitudinal overlap between these components; that is, one front edge of the tank is positioned further forward than the rear end of the side members 11A, 11B. This prevents a hinge effect at the interface between the side members and the tank under the effect of a vertical load or in the event of a longitudinal impact. The distance D2 along the longitudinal axis between the rear end of the The longitudinal members 11A, 11B and the front edge of the tank 2 may preferably be greater than or equal to 10 cm, or even greater than or equal to 20 cm, or even greater than or equal to 40 cm. In particular, the longitudinal members 11A, 11B preferably do not extend beyond the midpoint of the tank 2 along the longitudinal axis X. Each longitudinal member 11A, 11B may be fixed respectively to the two side walls 8A and 8B of the tank. The tank 2 can extend substantially under the seat cushions 12 of the vehicle 1, particularly the rear seats. The seats 12 (whose cushions are visible in Figures 6 and 7) can be either individual seats or a bench seat on which several people can sit side-by-side. The seats 12 can be supported by and attached to the tank. The seats 12 can be folding seats, and pivot points for the seat backrests can also be attached to the tank 2. The upper wall 9A may include a recess 13 for receiving the seat cushions 12, so that passengers seated on these seats are not positioned too high. This recess 13 is clearly visible in [Fig. 3]. Behind the recess 13, the upper wall 9A includes a horizontal plane 14. The horizontal plane 14 may be used to form a trunk floor. The recess 13 extends to a lower height along the vertical axis Z than the horizontal plane 14 at the rear of the recess. The recess 13 may have a contoured shape parallel to the transverse axis Y. The recess 13 may include a base 15, in particular horizontal, framed at the front and rear by inclined walls 16. The recess 13 may have a length L1 along the longitudinal axis X corresponding substantially to the length of the seat cushions 12 along this same axis, or at least 50% of the length of the seat cushions 12. This length may, for example, be greater than or equal to 10 cm, preferably greater than or equal to 20 cm. The difference in height H1, along the vertical axis Z, between the base 15 of the recess 13 and the horizontal plane 14 at the rear of the recess may, for example, be greater than or equal to 5 cm, preferably greater than or equal to 10 cm. The height along the Z axis of the horizontal plane 14 at the rear of the recess 13 can be freely chosen according to a compromise between storage volume of the trunk and capacity of the tank.The recess 13 can be arranged in a front half of the upper wall 9A while the horizontal plane 14 can be arranged in a rear half of the upper wall 9A. The chassis 10 does not include any additional structural elements arranged between the tank 2 and the seats 12. This allows for savings in weight and volume. A protective or separating partition may nevertheless be provided between the seats and the tank and / or between the storage compartment and the tank, particularly to improve aesthetics and comfort. However, this partition would not be intended to to support the seats or objects transported in the trunk and its thickness could be reduced accordingly. Advantageously, the tank 2 also includes an anti-submarining device 17. Such a device forms a stop preventing the seat cushions 12 from sliding forward in the event of an accident. The anti-submarining device 17 is formed by a protrusion extending forward and upward in front of the recess 13. The anti-submarining device 17 may include a shape contoured along the Y-axis and / or extend across the entire width of the tank along the Y-axis. As can be clearly seen in [Fig. 7], an underside of the seat cushion 12 may include a shape complementary to the shape of the anti-submarining device 17. The underside of the seat cushion 12 may therefore include a recess contoured along the Y-axis in which the protrusion of the anti-submarining device 17 is engaged.In addition to improving passenger safety, integrating the anti-submarining device 17 into tank 2 increases the tank's volume and therefore its energy fluid storage capacity. The tank 2 also provides a support for attaching a safety device. The safety device is designed to protect vehicle occupants in the event of an accident. Specifically, the safety device may include a seat belt and / or a device conforming to ISO 13216-1:1999, more commonly known as an ISOFIX system. In particular, an anchorage 21 for a seat belt and / or an anchorage 22 conforming to ISO 13216-1:1999 may be attached to an upper wall 9A of the tank. The anchorages 21 and 22 may be fixed, for example, by welding or screwing them to a plate, which is itself screwed to the tank 2. Thus, the reservoir 2 is designed to withstand significant tensile forces exerted by the anchoring means in the event of an accident. The anchoring means 21 can be connected to a seat belt clip 23, also known as a stalk. Such a clip 23 protrudes between the seat cushion and a seat back 12 positioned above the reservoir and is intended to be operated by a passenger to fasten or unfasten the seat belt. Alternatively, the anchoring means 21 could also be connected to a seat belt redirector, and / or a seat belt retractor, and / or a seat belt locking device. As can be clearly seen in Figures 3 and 4, the anchoring means 21 can be fixed to the bottom 15 of the recess 13. The anchoring means 22 may include a hoop 24, in particular metallic and / or U-shaped. This hoop 24 is intended to cooperate with a fastening device integrated into a removable seat, for example a baby seat, to securely hold this removable seat. The hoop 24 may extend horizontally vertically of the recess 13. In particular, the hoop 24 can be welded to a plate 25 itself screwed into the tank at the level of a front edge of the horizontal plane 14. Advantageously, one or more lashing hooks 26 for securing luggage can also be attached to the tank 2. The lashing hooks 26 can be fixed against the horizontal plane 14 located at the rear of the recess 13. As can be seen in [Fig. 4], a lashing hook 26 can optionally be fixed, in particular welded, to the plate 25 to which the hoop 24 is welded. Alternatively, the lashing hook 26 can be fixed, in particular welded, to a separate plate. The tank 2 also supports a rear portion of the bodywork. This rear portion of the bodywork may include, for example, feet extending substantially vertically to the roof of the vehicle, and / or rear fenders or quarter windows, and / or the rear portion of a rear door frame of the vehicle, and / or a tailgate or trunk lid of the vehicle, as well as a frame for such a tailgate. The portion of the vehicle bodywork supported by the tank 2 may be attached to the tank, in particular at the rear half of the upper wall 9A of the tank. For this purpose, the chassis 10 includes a frame 28 directly attached to the tank 2. The frame 28 may itself be directly attached to a portion of the vehicle bodywork or even form a lower edge of the bodywork. The frame 28 may be arranged around the perimeter of the upper wall 9A of the tank. It may generally have a U-shape.The frame 28 may include a first segment extending along a rear edge of the tank 2 and a second and third segment extending along the lateral edges of the tank. The frame 28 may be made of metallic material and / or have an angle-shaped profile. The frame 28 may include a wall 29 extending against the upper wall 9A of the tank. This wall 29 may be attached to the tank by means such as fixing screws. The number and / or arrangement of the fixing screws may be freely chosen to achieve the desired rigidity and support. In particular, the fixing screws may be spaced at regular intervals, for example, between 5 cm and 30 cm inclusive, or in particular between 10 cm and 20 cm inclusive. A trunk floor 27 is attached directly to the tank 2 or to the tank 2 via the frame 28. The trunk floor 27 includes a rear wall of the trunk that extends transversely and vertically under the trunk lid when closed. Locking means for the trunk lid, such as a latch wire, can also be attached to the trunk floor 27. The vehicle 1 further includes a shock absorption device 30 supported by the tank 2 and attached to the tank 2. In particular, the shock absorption device 30 is attached exclusively to the tank 2. The shock absorption device 30 is therefore not attached to the vehicle's side members, nor to a metal cross member. The shock-absorbing device 30 is designed to absorb all or part of the kinetic energy transferred to the vehicle 1 in the event of a collision with the shock-absorbing device 30. The shock-absorbing device 30 can therefore be integrated into a vehicle bumper. The shock-absorbing device 30 can be covered by a vehicle trim panel. According to the embodiment presented, the shock-absorbing device 30 is arranged to withstand longitudinal impacts on the rear of the vehicle. It is therefore integrated into a rear bumper of the vehicle. Alternatively, the shock-absorbing device 30 could be arranged to withstand longitudinal impacts on the front of the vehicle and thus be integrated into a front bumper. When an impact occurs against the shock-absorbing device 30, a force is automatically transmitted to the reservoir 2. Its high strength and robustness allow it to withstand this force without damage or deformation. The impact force is then transmitted to the longerons 11A and 11B, which extend further forward of the reservoir 2. The reservoir 2 thus acts as an intermediary between the shock-absorbing device 30 and the longerons 11A and 11B. In other words, the shock-absorbing device 30 is connected to the longerons via the reservoir 2. The shock absorption device 30 comprises a rear shock crossmember 31, a set of struts 32 designed to deform in the event of an impact, and a support 33 intended to be fixed directly against the tank 2. The rear shock crossmember 31 is fixed to the tank via the struts 32 and the support 33. The struts can be described as "deformable," meaning that they can be designed to deform in a predictable manner in the event of an impact against the rear shock crossmember 31 in order to optimize the amount of energy absorbed by the deformation and / or to effectively control the deformation modes of the shock absorption device 30. For this purpose, the struts can include weak points such as openings or notches. The rear impact crossmember 31 may extend at least roughly parallel to the transverse axis Y, at the rear of the tank 2. The support posts may extend parallel to the longitudinal axis X between the rear impact crossmember 31 and the rear wall 7B of the tank. The support posts 32 thus comprise a first end fixed, for example welded, to the support 33 and a second end fixed, for example welded, to the rear impact crossmember 31. The support posts may have a square, rectangular, or any other shape in cross-section. According to one alternative embodiment, the columns 32 could also extend obliquely with respect to the longitudinal axis X. The axis along which the columns extend could, for example, form an angle between 0° and 30° with the longitudinal axis X, or even an angle between 0° and 45°. According to one embodiment, the rear impact crossmember 31 could be attached to the support 33 by means of a single support post 32. This single support post would preferably be positioned at the center of the shock absorption device 30. Preferably, the rear impact crossmember 31 is attached to the support 33 by means of at least two, three, or even four support posts 32. These support posts 32 can be distributed across the width of the tank 2 along the transverse axis Y. Figure 2 illustrates a shock absorption device comprising two support posts 32, while Figures 3, 4, and 5 illustrate a shock absorption device comprising four support posts 32. The number of support posts can be arbitrary. Preferably, the support posts are spaced so as not to interfere with each other when they deform following an impact. Since the reservoir 2 provides a large rear wall 7B, a large surface area is available for attaching the shock absorber 30. This makes it easier to increase the number of support posts for the rear shock absorber crossmember 31, thereby increasing the energy absorption capacity of the shock absorber 30. The invention thus offers a significant advantage over vehicles equipped with a rear shock absorber crossmember 31 attached to the vehicle's side members. Indeed, in such vehicles, only two posts opposite each side member are provided, which reduces the energy absorption capacity. According to one embodiment, a honeycomb structure could be provided between the rear wall 7B of the tank and the rear shock crossmember 31, as a replacement or in addition to the columns 32. Since the crossmember can be supported by more columns and / or a honeycomb structure, the design of the rear shock crossmember 31 can be simplified. The rear shock crossmember 31 can, for example, be a simple straight line parallel to the transverse Y-axis, i.e., a non-curved shape. The crossmember section of the rear shock crossmember 31 can, for example, be U-shaped. However, a crossmember in the shape of a circular arc centered around an axis parallel to the vertical Z-axis is also possible. The support 33 may include a main plate 34 extending parallel to the transverse axis Y and the vertical axis Z. This main plate 34 is fixed to the rear wall 7B of the tank, notably by means of a set of fixing screws passing through holes provided in this plate. As the main plate 34 is supported by the rear wall 7B, the main plate 34 can be relatively thin. The main plate 34 may, for example, have a thickness of 2 mm or less. The main plate is not intended to further stiffen the tank. It may only serve to distribute the pressure exerted by the columns over a larger area. Large surface area in case of impact. Therefore, it is not a chassis crossmember. The support 33 may also include auxiliary plates 35 perpendicular to the main plate 34. According to the embodiment shown, the auxiliary plates 35 extend parallel to the longitudinal axis X and the vertical axis Z and are fixed respectively to the side walls 8A and 8B of the tank, in particular by means of fixing screws. The fixing of the shock-absorbing device 30 by the side plates 35 in addition to the fixing by the main plate 34 improves the stability of the shock-absorbing device. According to one embodiment, the support 33 could comprise only a single auxiliary plate. According to another embodiment, the support 33 could comprise an auxiliary plate extending parallel to the longitudinal axis X and the transverse axis Y, and fixed to the upper wall 9A. The support 33 could also comprise an auxiliary plate extending parallel to the longitudinal axis X and the transverse axis Y, and fixed to the lower wall 9B. In the event of a rear-end collision, the struts 32 deform and absorb the impact energy. Specifically, the struts 32 are compressed between the crossmember 31 and the main plate 34, which bears against the rear wall of the tank. The shock wave is transmitted to the side members 1A, 11B via the tank 2. The tank comprises a rigid or virtually rigid structure 6. It thus transmits all the forces received to the side members 1A, 11B. If the impact is moderate, only the struts are deformed. Vehicle repairs are particularly simple, as it is only necessary to unscrew the shock-absorbing device 30 from the tank 2 and replace it with a new one. Figure 5 illustrates the chassis 10 of the vehicle from a bottom view. It can be seen that the tank 2 may include two cavities 40A, 40B intended to receive wheel components 41A, 41B of the vehicle 1. These cavities 40A, 40B are open downwards and each opens onto a lateral side of the tank. They may be delimited by a set of vertical walls 42 and by a horizontal wall 43 extending halfway up the height of the tank. By incorporating the cavities 40A, 40B in the tank 2, the lower wall 9B of the tank can be particularly close to the ground outside of these cavities. The lower wall 9B thus includes a zone 45 (approximately H-shaped according to the embodiment shown in Figure 5) which extends horizontally lower than the wheel components 41A, 41B. This allows us to increase the tank capacity and lower the vehicle's center of gravity, thus improving its stability. Advantageously, vehicle 1 does not include any load-bearing structure to support tank 2 from below. Thanks to its high strength, tank 2 can be exposed to impacts occurring under the vehicle, for example, an impact from a stone or from going over a curb. However, as will be explained below, a protective cover can be fitted under the tank 2 to provide additional protection. Advantageously, and as illustrated in Figures 6 and 7, the vehicle therefore includes a protective cover 44 attached to the tank 2. The protective cover 44 extends horizontally under the tank 2. It can be attached directly to the tank 2, without an intermediate part. The protective cover 44 has an upper face facing the lower wall 9B of the tank, and a lower face exposed to road spray. Thus, the lower wall 9B is protected from impacts caused by flying stones or when crossing curbs. Advantageously, the protective cover 44 closes the cavities 40A, 40B from below. In other words, the cavities 40A, 40B are delimited from below by portions of the protective cover 44. The protective cover 44 thus protects the wheel assembly components 41A, 41B. The protective cover 44 is preferably a single-piece unit. This provides better protection against water spray compared to a cover made of several assembled components. It may have a generally rectangular shape. Preferably, the protective cover 44 extends under the entire lower wall of the tank 2. The protective cover 44 therefore extends across the full width of the vehicle's underbody along the transverse axis Y, up to the vicinity of the wheels connected to the vehicle's wheel assembly components 41A and 41B. The protective underbody allows for a vehicle with a flat floor. A flat floor improves the vehicle's aerodynamics and reduces the risk of foreign objects adhering to the underside of the underbody protection. The protective casing 44 can be made of plastic, metal, or any other material. It may incorporate several materials, particularly to improve its sound insulation performance. In one embodiment, the protective housing 44 may include a deflector 46 configured to create a ground effect through airflow. The ground effect is an aerodynamic effect designed to press the vehicle to the ground and thus improve its grip. The deflector 46 may include a surface slightly inclined with respect to the longitudinal axis X. This inclined surface may extend rearward and upward in the rear portion of the protective housing 44. Alternatively or in addition, the protective housing 44, and in particular the deflector 46, may also include fins projecting downwards and extending in a plane parallel to the longitudinal axis X and the vertical axis Z. Such fins improve the lateral stability of the vehicle. The protective cover 44 can be attached exclusively to the fuel tank. Alternatively, the vehicle may include a rear bumper element positioned behind the protective cover 44. The protective cover 44 can be attached to this rear bumper element. An overlap between the rear bumper element and the protective cover may be provided to enhance protection. Advantageously, the vehicle 1 may also include a sound-filtering element interposed between the protective casing 44 and the lower wall 9B of the tank. The sound-filtering element improves the sound insulation of the passenger compartment, which is particularly useful when the vehicle includes an electric powertrain, since such a powertrain is very quiet in operation. The sound-filtering element may, for example, comprise a layer of felt and / or foam. Referring to [Fig. 5], it can also be seen that the electrochemical battery 5 extends forward of the tank 2 along the longitudinal axis X. Specifically, the electrochemical battery 5 extends between the two side members 11A and 11B and is attached to them. The electrochemical battery 5 has a lower wall facing the ground. The vehicle may include a second protective cover (not shown) configured to protect the lower wall of the electrochemical battery. The protective cover 44 may be attached to the second protective cover. An overlap between the protective cover 44 and the second protective cover may also be provided to enhance protection. Advantageously, the structure 6 of the tank 2 is made of composite material. Such a material is lighter than steel and even than any other metal for equivalent strength. Furthermore, the manufacturing processes for composite components allow for the creation of structures 6 with a wide variety of geometric shapes. More complex structural shapes than those obtained with metal can therefore be considered in order to utilize all available volume within the vehicle and thus increase the tank's capacity. More complex tank shapes may be particularly advisable when the tanks are intended to store a pressurized gas rather than a liquid because, unlike a liquid, gas does not present a risk of retention within the tank. The composite material may include a draped or preformed structure, and / or braided and resin-impregnated materials. The composite material may be made up of reinforcing elements and a matrix. The reinforcing elements may include carbon or glass fibers, which are lightweight materials, or Kevlar (trademarked), which offers greater resistance to shocks. The matrix can be an organic matrix, for example epoxy resin, phenolic resin or a modified polyester. The matrix can also be a metallic matrix. Figures 8A and 8B illustrate in perspective view the structure 6 of a method of realization of the reservoir 2. The walls 7A and 7B are connected to each other by a first set of connecting elements 51 extending parallel to the X axis. Similarly, the walls 8A and 8B are connected to each other by a second set of connecting elements 52 extending parallel to the Y axis and the walls 9A and 9B are connected to each other by a third set of connecting elements 53 extending parallel to the Z axis. According to one embodiment, the tank 2 could comprise only one set of connecting elements or only two sets of connecting elements from among the three sets of connecting elements 51, 52, 53. Alternatively, all or part of the sets of connecting elements 51, 52, 53 could extend in directions other than the X, Y, and Z axes, provided that the axis along which each set of connecting elements extends forms a non-zero angle with the axis along which the other sets of connecting elements extend. Advantageously, the three axes along which the three sets of connecting elements 51, 52, and 53 extend are perpendicular to each other so as to optimally stiffen the tank. The connecting elements 51, 52, and 53 pass completely through the tank 2 between two opposing walls. These connecting elements act as tie rods, reinforcing the tank's strength: they are subjected to tensile stress when the energy fluid contained within the tank exerts pressure on the walls 7A, 7B, 8A, 8B, 9A, and 9B. The connecting elements 51, 52, and 53 are arranged inside the shell of tank 2, not on its periphery. Preferably, each connecting element is separate from the other connecting elements; that is, the connecting elements are not in contact with each other and do not touch inside the tank. Thus, tank 2 is not compartmentalized, and the energy fluid can circulate easily within it. The connecting elements 51, 52, and 53 are hollow. Specifically, these connecting elements, which could also be called "reinforcing wells," can be tubes when they have a circular cross-section. However, the cross-section of the connecting elements is not necessarily circular. For example, the cross-section of the connecting elements could also be square, rectangular, polygonal, or ovoid. Figure 9 illustrates in more detail a connecting element 51, the other connecting elements being designed similarly. Each connecting element 51, 52, 53 comprises a tubular shape having an external face 54 and an internal face 55. The external face 54 is turned towards the interior of the tank and is therefore intended to be in contact with the energy fluid, while the inner face 55 communicates with the outside of the tank and is therefore intended to be in contact with the ambient air. The connecting elements 51, 52, 53 may be made of composite material or metal. They may also comprise both composite material and metal. In particular, they may include a metal tube arranged inside a composite material structure. The inner face 55 may be made of a different material than that forming the structure 6 of the tank. The inner face 55 may, in particular, be fitted with a metal tube extending along the entire length of the connecting element 51, 52, 53 or only at the ends of the connecting elements 51, 52, 53. The metal tube may optionally be corrugated around its outer circumference to ensure secure retention within the structure 6. Each connecting element 51, 52, 53 comprises two opposing ends at the two opposite walls it connects. Due to the hollow nature of the connecting elements, the reservoir includes, for each connecting element, an opening 56 passing through the reservoir. These openings 56 do not communicate with the energy fluid storage volume. Therefore, these openings 56 are not useful for delivering an energy fluid, in particular for delivering pressurized hydrogen to the fuel cell 3. Conversely, the openings 56 can be used for the passage of electrical wires and / or hydraulic pipes. This saves the space allocated outside the tank for these electrical wires and / or hydraulic pipes while also providing a means of holding them in position. The openings 56 can also be used to allow the evacuation of a liquid from the vehicle, or even to create vents to cool or heat the passenger compartment. Advantageously, and as explained below, the openings 56 can be used to secure various vehicle equipment. In particular, the openings 56 are used to secure the seats 12, the anchoring means 21, 22 of the safety devices, the body frame 28, the shock-absorbing device 30, the wheel assembly elements 41A, 41B, and the protective cover 44 as described previously. For this purpose, the reservoir 2 includes a set of fastening interfaces 57, each arranged at one end of at least one connecting element 51, 52, 53, in particular arranged in one end of an opening 56. As illustrated in [Fig. 9], all or part of the fastening interfaces 57 may include an insert for cooperating with a fastening screw 58, for example, an M8 or M10 type fastening screw. The insert may be formed in the metal tube equipping the inner face 55 of the elements of The insert can be a connecting element or an additional element fitted against the inner face 55 of the connecting elements, for example, a plastic dowel. The insert can, for example, have a length between 20 mm and 60 mm inclusive. The insert can be threaded or unthreaded. The insert thus provides a means of attachment extending deep into the volume of the tank. Such a means of attachment is particularly robust and allows for the securing of heavy loads. As illustrated in [Fig. 10], all or part of the fastening interfaces 57 may include an insert designed to cooperate with a clip 59. The clip 59 may include radial fins that interfere with the tubular insert and be press-fitted into this insert. Alternatively, the clip 59 could have any other shape. For example, it could be designed to be press-fitted and unscrewed for removal. Additionally, adhesive or sealant may be applied to an opening 56 to improve the grip of the fastening screw 58 or the clip 59. The use of clips 59 may be preferred to the use of fastening screws for fastening equipment of moderate mass and other than safety devices, for example, for fastening the protective housing 44. Each mounting interface 57 allows vehicle equipment to be attached to a tank wall. A mounting interface 57 can be arranged at the end of the opening 56 located on the side of the wall against which the equipment is attached. Alternatively, a mounting interface 57 could also be arranged at the end of the opening 56 located on the opposite side of the wall against which the equipment is attached. In this case, a shaft or cable connecting the mounting interface 57 to the equipment could extend inside the opening 56 along its length. Such an arrangement would, for example, allow mounting interfaces to be provided at the lower wall 9B for attaching equipment to the upper wall 9A, thus facilitating vehicle assembly or maintenance operations. Preferably, one or more mounting interfaces arranged on the side walls SA and 8B are used to secure the side members 11A and 11B, respectively. One or more mounting interfaces arranged on the upper wall 9A are used to secure the seat 12 and / or the anchoring means 21, 22 and / or the body frame 28. One or more mounting interfaces arranged on the rear wall 7B are used to secure the shock-absorbing device 30. One or more mounting interfaces arranged on the lower wall 9B are used to secure the protective cover 44. Advantageously, such mounting interfaces 57 can be provided at the ends of each opening 56 of the tank. Each connecting element 51, 52, 53 can thus support two mounting interfaces 57 arranged on two opposite faces of the tank. The tank can therefore be provided with a multitude of mounting interfaces 57 allowing various equipment to be fixed in a wide variety of positions. The same equipment can even be attached to tank 2 using two or more mounting interfaces to ensure a secure attachment. The same equipment can also be easily mounted in different positions on the tank without modification. The same 2-tank can also be easily reused for different vehicle models because the multitude of mounting interfaces provides many possibilities for attaching equipment. Openings 56 that are not intended for attaching vehicle equipment may be sealed with a sealing means to prevent the accumulation of mud, sand, soil, pebbles, or any other particles. In particular, unused openings 56 may be sealed with individual plugs or with a film surrounding the entire tank or other protective device. Unused openings 56 may eventually be used during the vehicle's service life, for example, to attach new equipment or an accessory. As part of a maintenance operation, it may be possible to remove equipment, for example, the shock absorber 30, and replace it with new equipment that would be attached using previously unused attachment points. Advantageously, the connecting elements 51, 52, and 53 are distributed at regular intervals, for example, between 5 cm and 30 cm inclusive, particularly between 10 cm and 20 cm inclusive. Consequently, the mounting interfaces 57 are distributed on the tank walls at regular intervals. The mounting interfaces 57 are thus arranged in a grid pattern on the surface of the tank 2. This further facilitates the reuse of the same tank and the same equipment for different vehicle models, as the same equipment can be attached in several places on the tank without requiring an adapter. The tank thus forms a modular structure, like a Lego® brick, onto which numerous pieces of equipment can be attached. The invention therefore allows for greater design freedom in motor vehicles while achieving economies of scale. To manufacture vehicle 1, a chassis can first be produced by assembling, in particular, the tank 2 to the side members 11A, 11B. Then, various vehicle components can be attached to the tank 2. Specifically, the seats 12, the anchoring means 21, 22 for the safety devices, the body frame 28, the shock absorber 30, the wheel assembly components 41A, 41B, and the protective cover 44, as described previously, are attached to the tank 2 using the fastening interfaces 57. The tank assembly therefore takes place before the attachment of these various components in the vehicle manufacturing process. These components can be attached simply by tightening the fastening screws 58 or by inserting the clips 59. Maintenance operations requiring the Dismantling this equipment is also made easier. Ultimately, thanks to this invention, we benefit from a vehicle equipped with a tank for an energy fluid that is lighter because it eliminates part of the metal chassis typically found in vehicles. The vehicle also offers more space for passengers or storage because the tank occupies some of the volume previously occupied by the chassis. Alternatively, this available volume can also be used to increase the size of the tank, thus providing a vehicle with greater range. Finally, the tank provides a particularly practical mounting point for a wide variety of onboard equipment.

Claims

Claims

1. Chassis (10) for a vehicle, comprising a first longcron (11 A), a second spar (11B) and a tank (2) intended to store a energy fluid, the side members extending parallel to a long axis horizontal (X), the reservoir being arranged in an extension of the side members along the longitudinal axis and fixed to the side members (11A, 11B), the tank being intended to support a load exerted by at least one equipment on board the vehicle and / or by car- Vehicle upholstery.

2. Chassis (10) according to the preceding claim, characterized in that the side members (11 A, 11B) are fixed respectively against two walls opposite sides (8A, 8B) of the tank (2).

3. Chassis (10) according to one of the preceding claims, characterized in that the tank (2) comprises an upper wall (9A) provided with a recess (13) intended to receive the seat of at least one seat.

4. Chassis (10) according to one of the preceding claims, characterized in that the tank (2) includes an anti-submarining device (17) configured to prevent a seat base from sliding forward accident case.

5. Arrangement for a vehicle, comprising a chassis according to one of the re- preceding claims, the arrangement further comprising at least equipment and / or bodywork elements supported by the tank (2) and fixed to the tank.

6. Arrangement according to the preceding claim, characterized in that it comprises at least one piece of equipment supported by the tank (2) and fixed to the tank, the at least one piece of equipment comprising at least one seat (12) and / or a safety device intended to keep a passenger in accident case.

7. Arrangement according to one of claims 5 or 6, characterized in that it understand: - an anchoring means (21) for a safety belt fixed to a wall upper (9A) of the tank, and / or - an anchoring means (22) according to ISO 13216-1:1999 fixed to a upper wall (9A) of the tank.

8. Arrangement according to the preceding claim, characterized in that the tank (2) comprises an upper wall (9A) provided with a re- foundation (13) intended to receive the seat of at least one seat, and in this that: - the anchoring means (21) for a fixed safety belt is fixed to a bottom (15) of the recess (13), and / or - the anchoring means (22) according to ISO 13216-1:1999 standard comprises an arch (24) extending horizontally in line with the recess.

9. Arrangement according to one of claims 5 to 8, characterized in that it comprises bodywork elements supported by the tank (2) and attached to a rear half of the tank, the side members being attached to a front half of the tank.

10. Vehicle (1), in particular a motor vehicle, characterized in that it comprises a chassis (10) according to one of claims 1 to 4 and / or a arrangement according to one of claims 5 to 9.

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