Electric road transport vehicle with fuel cell and method for converting a thermal road transport vehicle

Abstract

A road passenger transport vehicle (1) comprising a primary structure (10), the primary structure (10) comprising a floor frame (13) delimiting, in its upper part, a passenger compartment (20) having a plurality of seats (21) fixed to the floor frame (13), and in its lower part, at least one engine compartment (30) having a drive system comprising at least one electric motor (3) and at least one fuel cell (4) for powering the electric motor (3), said road passenger transport vehicle (1) comprising at least one fuel tank (2) mounted in the passenger compartment (20) and fluidly connected to the fuel cell (4) in the engine compartment (30). Figure 1

Description

Title of the invention: Electric road transport vehicle with fuel cell and method for converting a thermal road transport vehicle technical field

[0001] The present invention relates to the field of fuel cell road transport vehicles, in particular hydrogen coaches and buses, especially those obtained by conversion of a thermal road transport vehicle.

[0002] As is known, a hydrogen-powered road transport vehicle is an electrically propelled vehicle whose electrical energy is produced primarily within the vehicle, from hydrogen. Such a vehicle, such as a hydrogen coach or bus, typically comprises a drive system including a fuel cell that is powered by hydrogen stored in tanks. The fuel cell is configured to produce electrical energy by a redox reaction using hydrogen and oxygen taken from the air. The drive system also includes an electric motor powered by the fuel cell to provide propulsion for the vehicle. Such a vehicle also includes an electric battery to store the electrical energy produced by the hydrogen fuel cell, to provide supplemental power to the motor during power demands, and for energy recovery during braking.

[0003] As is known, the redox reaction in a hydrogen fuel cell emits only water vapor, making it a particularly environmentally friendly road transport vehicle, intended to replace internal combustion engine vehicles that produce greenhouse gases and polluting particles. A hydrogen-powered road transport vehicle is also quiet and has a longer range than rechargeable battery-powered electric vehicles. The refueling time for hydrogen tanks is also shorter than that for electric vehicle batteries.

[0004] In line with the principles of a circular economy and environmental protection, the aim is to produce a hydrogen vehicle from an existing internal combustion engine vehicle. This process is known as "retrofitting" or "upcycling." The goal is to reuse as many components of the existing internal combustion engine vehicle as possible in order to limit the addition of new materials and the need for certification of the vehicle's characteristics. However, this process faces several obstacles, particularly the integration of hydrogen tanks. Indeed, in an internal combustion engine vehicle, the space allocated to the fuel tank, especially gasoline, is insufficient to accommodate hydrogen tanks and cannot be enlarged because it is limited by the vehicle's structure. primary of the vehicle.

[0005] Typically, in the case of a factory-built hydrogen coach or bus, the tanks are mounted on the roof, which is certified with a larger footprint than a conventional internal combustion engine vehicle roof in order to maintain the vehicle's height and comply with its original certification, center of gravity, and structural strength. Converting an internal combustion engine vehicle to a hydrogen vehicle would require exceeding the permitted dimensions, which is not feasible. Furthermore, modifying the roof height is not an option because it would necessitate altering the vehicle's primary structure and would require new certification of that structure, making the retrofit process prohibitively expensive.

[0006] To remedy this drawback, one solution would be to integrate the tanks into the luggage compartment of the coach, however this would significantly reduce the luggage storage space, which is undesirable.

[0007] The invention thus aims to eliminate at least some of these drawbacks. PRESENTATION OF THE INVENTION

[0008] The invention relates to a road passenger transport vehicle comprising a primary structure, the primary structure comprising a floor frame delimiting: • in the upper section, a living compartment with multiple seats fixed to the floor frame, and • in the lower part, at least one engine compartment comprising a propulsion system including at least one electric motor and at least one fuel cell to power the electric motor.

[0009] The invention is remarkable in that said road transport vehicle includes at least one fuel tank mounted in the living compartment and fluidly connected to the fuel cell in the engine compartment.

[0010] Such a location of the fuel tanks in the living compartment is advantageously compatible with any road transport vehicle architecture. The invention is of particular interest for fuel cell electric road transport vehicles obtained by converting a conventional internal combustion engine road transport vehicle, a process known as "retrofitting" or "upcycling." For such vehicles, the original architecture is that of a conventional internal combustion engine road transport vehicle, and the space intended for the fuel tank is insufficient to accommodate the fuel tanks. Furthermore, the height of such vehicles is not designed to allow the installation of fuel tanks on the roof, as is conventionally done for fuel cell vehicles. fuel of origin. The invention thus makes it possible to avoid exceeding the regulated height limits. The invention also makes it possible to limit the space taken up by fuel tanks, preserving the volume of the cargo compartment, for example.

[0011] Preferably, the road transport vehicle is in the form of a coach. In a coach, the fuel tanks have a very small volume compared to that of the living compartment, which advantageously only slightly impacts the size of the living compartment.

[0012] Preferably, the fuel cell is in the form of a hydrogen fuel cell. Advantageously, a hydrogen vehicle emits only water vapor, making it environmentally friendly, quiet, and with a longer range than rechargeable battery-powered electric vehicles. The refueling time for hydrogen tanks is also shorter than that for electric vehicle batteries.

[0013] According to one aspect of the invention, the entire fuel tank(s) are mounted in the living compartment. The roof is thus free of tanks, which ensures compliance with regulatory height requirements, regardless of the vehicle's architecture. The invention is therefore particularly well-suited for a vehicle whose original architecture is that of a combustion engine vehicle that has been converted into a fuel cell electric vehicle. The cargo area is also free of tanks, thus saving space for luggage.

[0014] According to one aspect of the invention, at least one fuel tank is aligned vertically with respect to the engine compartment, preferably with respect to the fuel cell in the engine compartment. The fuel tank thus extends close to the fuel cell. This advantageously allows for a simple, safe, and economical connection of the fuel cell to the entire tank(s). Indeed, the fuel supply lines connecting the tanks to the fuel cell advantageously extend over a short distance within a confined space.

[0015] According to one aspect of the invention, the road transport vehicle comprises a floor covering that covers the floor frame and separates the passenger compartment from the engine compartment. This ensures physical separation between the fuel cell and the passenger compartment. Preferably, the floor covering is watertight to prevent any risk of leakage in the passenger area.

[0016] According to a preferred aspect of the invention, the total height H2 of the entire fuel tank(s) is less than or equal to the height H21 of the seats. This advantageously leaves the emergency exit at the rear of the road transport vehicle unobstructed. Furthermore, this ensures rear visibility of the driver of the vehicle.

[0017] According to one aspect of the invention, the living compartment comprises a partition wall separately delimiting: • a tank space, in which the entire fuel tank(s) are mounted, and • a passenger area, in which the seats are mounted.

[0018] Such a partition wall advantageously allows the fuel tanks to be confined in a dedicated space away from the passengers.

[0019] According to one aspect of the invention, the living compartment includes at least one ventilation opening from the tank space to the outside, the ventilation opening preferably being in the form of a grille. Such an opening ensures ventilation of the tank space. This has the advantage of ensuring air renewal in the tank space, particularly in the event of a leak from the hydrogen tanks. This also allows for temperature regulation in the tank space through heat exchange with the outside.

[0020] According to one aspect of the invention, the partition is fuel-tight. This protects the passenger area from any risk of fuel leakage.

[0021] Preferably, the partition wall thermally isolates the passenger space from the tank space. This protects the passenger space from temperature variations that may occur in the tanks.

[0022] The invention also relates to a method for converting a thermal passenger road transport vehicle into an electric road transport vehicle as described above, said thermal road transport vehicle comprising a primary structure, the primary structure comprising a floor frame delimiting: • in the upper section, a living compartment with multiple seats fixed to the floor frame, and • in the lower part, at least one engine compartment including a propulsion system comprising at least one internal combustion engine, • said conversion process comprising: • a step involving the replacement, in the engine compartment, of the internal combustion engine with at least one electric motor and at least one fuel cell to power the electric motor, • a step involving the removal of at least one seat from the living compartment, and • a step of installing at least one fuel tank in the living compartment, in place of the removed seat.

[0023] Such a conversion process, also known as "retrofitting" and "Upcycling" offers a valuable opportunity to reuse the existing architecture of a combustion engine vehicle, minimizing the need for new materials. This results in both environmental and economic benefits, as it reuses and upgrades existing systems. Furthermore, this conversion process is both simple to implement and universally applicable, compatible with any existing combustion engine vehicle architecture.

[0024] Preferably, the method includes a step of installing a partition wall that separately delimits: • a tank space, in which the entire fuel tank(s) are mounted, and • a passenger area, in which the seats are mounted.

[0025] According to one aspect of the invention, the conversion method comprises a step of creating, in the living compartment, at least one access point to the outside, the installation step being carried out via said access point. Advantageously, the installation step is carried out in a simple, practical, and quick manner.

[0026] Preferably, access is created by removing at least one window from the internal combustion engine road transport vehicle. Advantageously, the window is already present in the vehicle, allowing access to be created simply and quickly without modifying the vehicle's primary structure. Therefore, it is not necessary to have the vehicle's primary structure re-approved, as it remains intact during the conversion process.

[0027] According to one aspect of the invention, the internal combustion engine road transport vehicle includes means for anchoring the seats to the floor frame, and during the installation step of the conversion process, the fuel tank is attached to the floor frame using the anchoring means of the removed seat. The conversion process thus advantageously allows the existing anchoring means to be reused, for a simple and quick attachment of the primary structure to the floor frame. This also allows the primary structure to remain intact and thus avoids the need for re-certification of the primary structure. PRESENTATION OF THE FIGURES

[0028] The invention will be better understood upon reading the following description, given by way of example, and referring to the following figures, given by way of non-limiting examples, in which identical references are given to similar objects.

[0029] Fig. 1 is a schematic longitudinal sectional representation of a hydrogen-powered coach according to one embodiment of the invention.

[0030] Figure 2 is a schematic perspective profile representation of the interior from the rear part of the hydrogen bus in [Fig.1].

[0031] Fig. 3 is a schematic perspective profile representation of the exterior of the rear part of the hydrogen bus of Fig. 1.

[0032] Fig. 4 is a schematic cross-sectional representation of Fig. 3.

[0033] Figure 5 is a schematic rear-perspective representation of the interior of the hydrogen-powered coach of [Fig.1].

[0034] Fig. 6 is a schematic rear perspective representation of the exterior of the hydrogen bus of Fig. 1.

[0035] Fig. 7 is a schematic representation of a thermal coach according to the prior art.

[0036] Fig. 8 is a schematic representation of a method for converting the thermal coach of Fig. 7 according to an embodiment of the invention.

[0037] It should be noted that the figures set out the invention in detail to implement the invention, said figures being of course able to serve to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION

[0038] The invention relates to an electric fuel cell road passenger transport vehicle, in particular obtained by conversion of a thermal vehicle, as well as such a conversion process.

[0039] A fuel cell-powered electric road passenger transport vehicle in the form of a hydrogen-powered coach, corresponding to the preferred embodiment of the invention, is described below with reference to Figures 1 to 6. However, it is understood that the invention applies to other types of road transport vehicles, such as a bus or a car, by way of non-limiting examples. The invention could also be applied to electric vehicles equipped with other types of fuel cells, such as a methanol fuel cell.

[0040] The hydrogen-powered bus 1 shown in [Fig. 1] extends along a longitudinal axis X oriented from back to front and conventionally comprises a front axle 11 and a rear axle 12 on which is mounted a primary structure 10 forming the structural framework of the bus 1. The primary structure 10 comprises a floor frame 13 and a ceiling frame 15 connected by vertical uprights defining the vertical walls 16 of the bus 1. The floor frame 13, as well as the ceiling frame 15, conventionally comprises a set of longitudinal and transverse members. The bus 1 also includes a cladding floor 14, for example a partition, covering all or part of the floor frame 13 as will be described later.

[0041] As illustrated in [Fig. 1], the floor frame 13 of the hydrogen bus 1 delimits, in the upper part, a living compartment 20, and in the lower part, a technical space comprising an engine compartment 30. The living compartment 20 thus corresponds to the volume delimited by the floor frame 13, by the ceiling frame 15 of the coach 1 and by its vertical walls 16. The living compartment 20 includes seats 21, usually arranged in rows, which are mounted on the cladding floor 14 and fixed to the floor frame 13 of the primary structure 10 by anchoring means 22, such as screw fixings.

[0042] As illustrated in [Fig. 1], the engine compartment 30 extends under the floor frame 13 and therefore under the living compartment 20, in this example behind the rear axle 12. The engine compartment 30 houses at least in part a propulsion and / or traction chain connected to the front and / or rear axles 11, 12 to provide propulsion for the hydrogen bus 1. The propulsion chain comprises one (or more) electric motor(s) 3 and one (or more) fuel cell(s) 4 housed in the engine compartment 30, only one of each being described hereafter. The fuel cell 4 is configured to produce electrical energy, on board the coach 1, for the electric motor 3 in order to provide propulsion for the coach 1. In the example of a hydrogen coach 1, the fuel cell 4 is configured to produce electrical energy by redox reaction from hydrogen and oxygen.Hydrogen is stored in pressurized tanks on board the hydrogen bus 1. Oxygen is conventionally drawn directly from the air to reduce the mass and volume carried on board.

[0043] According to the invention and with reference to [Fig. 1], the hydrogen bus 1 comprises one or more fuel tanks 2, in this case hydrogen, which are mounted in the living compartment 20. The entire fuel tank(s) 2 are fluidly connected to the fuel cell 4 located in the engine compartment 30, in order to supply it with hydrogen. This departs from conventional practice, whereby fuel tanks 2 are traditionally located outside the living compartment 2, and in particular on the roof of hydrogen buses 1. Such a location has the advantage of being compatible with any bus design and of allowing for simple and practical integration of the tanks 2.

[0044] The invention is of particular interest for hydrogen buses 1 resulting from the conversion of a diesel bus. Such a conversion process is known as "retrofitting" or "upcycling" and makes it possible to manufacture a hydrogen bus 1 with a minimum of new materials and by reusing as much as possible of the existing diesel bus. Such retrofitted hydrogen buses 1 thus have the architecture of a diesel bus, unlike the original hydrogen buses. The location of the tanks 2 proposed by the invention makes it possible to to compensate for the lack of space in the engine compartment 30, originally intended to house the internal combustion engine. The location of the tanks 2 proposed by the invention also avoids increasing the height of such coaches 1. The invention thus makes it possible to maintain the original architecture of the coach 1, in a practical and economical manner.

[0045] Preferably, as illustrated in [Fig. 1], the floor frame 13 of the hydrogen bus 1 also delimits, in its lower part, an auxiliary compartment 50 adapted, for example, to house an electric battery 5. In this example, the auxiliary compartment 50 is located in front of the front axle 11, in order to increase the mass at the front of the bus 1 and balance the bus 1. The electric battery 5 makes it possible to produce electrical energy in a complementary manner to the fuel cell 4 and to store electrical energy produced by the fuel cell 4. The electric battery 5 is alternatively located in the luggage compartment. The floor frame 13 also usually delimits, in its lower part, a luggage compartment 40, for storing passengers' luggage, which is positioned in this example between the front axle 11 and the rear axle 12.

[0046] According to a first aspect of the invention, the cladding floor 14 extends over the entire floor frame 13. The cladding floor 14 separates in particular the living compartment 20 from the engine compartment 30. Preferably, the cladding floor 14 ensures sealing, and preferably thermal insulation, between the living compartment 20 and the engine compartment 30.

[0047] According to a second aspect of the invention, the lining floor 14 extends only over a portion of the floor frame 13, such that the engine compartment 30 and the living compartment 20 are in fluidic communication via the floor frame 13. Preferably, the floor frame 13 extends bare, without lining floor 14, in a bare area between the engine compartment 30 and the living compartment 20. The lining floor 14 preferably extends over the floor frame 13 outside the bare area. This facilitates the connection between the fuel tanks 2 and the fuel cell 4.

[0048] Preferably, according to the first and second aspects of the invention, the dressing floor 14 separates the living compartment 20 from the auxiliary engine compartment 50. The dressing floor 14 also separates the compartment 20 from the hold compartment 40.

[0049] Preferably, as illustrated in Figures 1 and 2, all the fuel tanks 2 are mounted in the living compartment 20. This notably allows the space in the cargo compartment 40 to remain free. The fuel tanks 2 are also preferably located at the rear of the living compartment 20, behind the seats 21. The tanks 2 are thus vertically aligned with respect to the com engine compartment 30, so as to limit the length of the connection. The fluid connection between the tanks 2 and the fuel cell 4 is thus in the form of pipes connecting the tanks 2 to the fuel cell 4 via the floor frame 13, and in some cases through the cladding floor 14. The pipes extend between the stringers and cross members of the floor frame 13 of the primary structure 10, in a simple and practical manner.

[0050] In the example of Figures 1 and 2, the fuel tanks 2 extend transversely with respect to the longitudinal axis X, in practice parallel to the axis of the rows of seats 21. This makes it possible to limit the size of the living compartment 20. Preferably, the number of tanks 2 is equal to six, this number depending in particular on the size of the tanks 2, the type of road transport vehicle 1 and of fuel cell 4 equipping it, as well as the desired range.

[0051] With reference to figures 1 and 2, the fuel tanks 2 are fixed to the floor frame 13 of the primary structure 10 of the coach 1, covered or not with a cladding floor 14, by means of anchoring means 22, such as screw fixings.

[0052] The tanks 2 are preferably grouped together to limit the floor space occupied. In this example, the fuel tanks 2 are stacked two stories high, with the first three tanks 2 fixed to the floor frame 13 and three more tanks 2 mounted on top of the first three. Preferably, the stack does not exceed three stories. In this example, the floor frame 13 has a reverse step so that, of the first three tanks 2 fixed to the floor frame 13, the one at the rear is raised. The stacked tanks 2 are staggered with respect to the first three tanks 2. Also in this example, the tanks 2 are cylindrical with a circular cross-section. However, it is understood that their shape could be different.

[0053] As illustrated in [Fig. 2], the overall height H2 of the fuel tanks 2 is preferably less than or equal to the height H21 of the seats. As illustrated in Figures 5 and 6, this makes it possible to keep a rear window 26 of the coach 1, which is an emergency exit, accessible from the inside. Furthermore, this helps to ensure rear visibility for the driver of the coach 1.

[0054] According to one aspect of the invention illustrated in Figures 1, 2 and 4, the hydrogen bus 1 comprises a partition 7 which is mounted in the living compartment 20 so as to define: • on the one hand, a passenger space 23, in which the seats 21 extend, and • on the other hand, a tank space 6, in which the tanks 2 extend.

[0055] The partition 7 thus allows the tanks 2 to be confined in a dedicated tank space 6, separate from the rest of the living compartment 20. The tank space 6 is in fluidic communication with the engine compartment 30 if the floor structure 13 is exposed between the living compartment 20 and the engine compartment 30. Preferably, the partition 7 is hydrogen-tight, so as to prevent any propagation of a hydrogen leak into the passenger space 23. Also preferably, the partition 7 is thermally insulated to prevent temperature changes at the hydrogen tanks 2 from affecting the internal temperature of the passenger space 23.

[0056] Preferably, the partition 7 covers the tanks 2 so as to minimize the volume of the tank space 6 and maximize that of the passenger space 23. The tank space 6 is thus delimited by the partition 7 and by the rear and side walls of the coach 1. The partition 7 is preferably in the form of a thin plate, such as a metal sheet, for example, aluminum. The partition 7 is preferably covered with thermal and / or acoustic insulation. The joint with the rear and side walls of the coach 1 is, for example, made using a sealant, such as a resin, to prevent any hydrogen leakage into the passenger compartment.

[0057] Preferably, as illustrated in Figures 1 to 6, the tank space 6 is open to the outside by means of one or more ventilation openings 8. This ensures ventilation of the tank space 6, and even of the engine compartment 30 if the floor frame 13 is exposed, as well as providing thermal regulation. In this example, a ventilation opening 8 is shown, formed laterally, at the level of a portion of a window 9 of the coach 1. Preferably, the ventilation opening 8 is in the form of a grille.

[0058] A method for converting a diesel coach into an electric coach with a fuel cell is described below, according to an embodiment of the invention. As previously stated, the invention is applicable to any road transport vehicle, such as a bus or a car.

[0059] Figure 7 represents a thermal coach 100 from which the conversion process P is implemented. The thermal coach 100 includes a propulsion chain comprising one or more thermal engines 110 and one or more fuel tanks 120 to supply the thermal engines 110. The structure of the thermal coach 100, except for the engine, is identical to that of the hydrogen coach 1 described previously. The thermal coach 100 thus includes in particular a primary structure 10 comprising a floor frame 13 which delimits, in the upper part, a living compartment 20 and, in the lower part, a technical space comprising an engine compartment 30. A lining floor 14 conventionally covers the entire floor frame 13. The thermal engine 110 is housed in the engine compartment 30. The seats 21 extend into the living compartment 20, arranged conventionally in rows.Seats 21 are fixed at . the floor frame 13 by means of anchoring 22. The other elements of the thermal coach 100 are not recalled.

[0060] With reference to [Fig. 8], the conversion process P comprises: • a replacement stage El, in engine compartment 30, of the internal combustion engine 110 by an electric motor 3 and a fuel cell 4, • a removal step E3 of one or more seats 21 from the living compartment 20, and • an installation step E4 of one or more fuel tanks 2 in the living compartment 20, in place of the removed seats 21.

[0061] Preferably, the conversion method P includes a step E2 of creating an access opening in the living compartment 20 to the outside, so as to facilitate the implementation of steps E3 and E4. Preferably, after steps E3 and E4, the conversion method P also includes a step E5 of mounting, in the created access opening, a window 9 having a ventilation opening 8 as illustrated in Figures 3 and 4. This ensures the ventilation of the tanks 2.

[0062] With reference to [Fig. 8], the replacement step El is implemented starting from the internal combustion engine 100 of [Fig. 7]. During the replacement step El, the internal combustion engine 110 is removed from the engine compartment 30, preferably via the rear hatch 27 shown in [Fig. 6]. The space freed up in the engine compartment 30 allows for the installation of an electric motor 3 and a fuel cell 4, in particular a hydrogen fuel cell as described above.

[0063] As illustrated in [Fig. 8], a training step E2 is then implemented to create access to the living compartment 20, preferably by removing an existing window from the coach, in order to preserve the primary structure 10 of the coach. The access allows entry into the living compartment 20 from the outside.

[0064] The removal step E3 and the installation step E4 are preferably carried out via the access point, in a simple, convenient, and quick manner. During the removal step E3, one or more seats 21 are disassembled and then extracted from the coach. In the example of [Fig. 8], the seats 21 concerned are the two rear rows. Preferably, one or two rows of seats 21 are removed. As illustrated in [Fig. 8], at the end of the removal step E3, there is a free floor space for carrying out the installation step E4. The installation step E4 is then carried out by passing the tanks 2 through the access point and attaching them to the floor frame 13 in place of the removed seats 21.

[0065] Preferably, during removal step E3, a portion of the floor panel 14 is removed between the engine compartment 30 and the living compartment 20, so that the floor frame 13 has a bare section. The floor frame 13 remains intact. The bare section facilitates installation step E4 of the re- servers 2.

[0066] Preferably, with reference to [Fig.8], the tanks 2 are fixed to the primary structure 10 of the coach by means of the anchoring means 22 of the removed seats 21, as well as preferably by means of existing or created additional fixings. In other words, during the removal step E3, the seats 21 are removed, but their anchoring means 22 are retained for reuse in securing the tanks 2. This reduces the number of handling operations and allows the primary structure 10 to remain intact, thus avoiding the need for further type approval. Preferably, as illustrated in [Fig. 8], the partition 7 is also installed during the installation step E4.

[0067] As illustrated in [Fig. 8], assembly step E5 is carried out after installation step E4. During assembly step E5, access is closed by installing a new window 9 having a ventilation opening 8 as illustrated in Figures 3 and 4. This ensures ventilation of the tank space 6.

[0068] Preferably, the conversion process P also includes an installation step E6 of one or more electric batteries 5 in the auxiliary compartment 50 or in the hold, in order to store the electrical energy produced by the fuel cell 2. Preferably, the fuel tanks 120 are previously removed from the auxiliary compartment 50. At the end of the conversion process P, the coach 1 is of the hydrogen type, as described according to the embodiment of Figures 1 to 6.

[0069] Note that steps E1, E2, and E6 can be carried out in any order. Installation step E4, however, is contingent upon the implementation of removal step E3, which itself is carried out after definition step E2. It should also be noted that removal step E3 and installation step E4 could alternatively be carried out via another access point to the coach, such as the entry and exit doors, existing hatches, or the removal of sheet metal panels or glazing.

[0070] The conversion process P is advantageously compatible with any thermal coach architecture 100. The conversion process P advantageously makes it possible to obtain a hydrogen coach 1 in a simple and economical way, by limiting the supply of new materials, the number of handling operations and the installation time.

Claims

Demands

1. A road passenger transport vehicle (1) comprising a primary structure (10), the primary structure (10) comprising a floor frame (13) delimiting: • in its upper part, a living compartment (20) having a plurality of seats (21) fixed to the floor frame (13), and • in its lower part, at least one engine compartment (30) having a drive system comprising at least one electric motor (3) and at least one fuel cell (4) for powering the electric motor (3), • said road transport vehicle (1) comprising at least one fuel tank (2) mounted in the living compartment (20) and fluidly connected to the fuel cell (4) in the engine compartment (30), the living compartment (20) comprising a fuel-tight partition (7) separating the fuel from the tank (2), the partition (7) separately delimiting a tank space (6),in which the fuel tank (2) is mounted, and a passenger compartment (23), in which the seats (21) are mounted.

2. Road transport vehicle (1) according to claim 1, in which the entire fuel tank(s) (2) is mounted in the living compartment (20).

3. Road transport vehicle (1) according to any one of claims 1 and 2, wherein at least one fuel tank (2) is vertically aligned with respect to the engine compartment (30), preferably with respect to the fuel cell (4) in the engine compartment (30).

4. Road transport vehicle (1) according to any one of claims 1 to 3, comprising a floor covering (14) covering the floor frame (13) and separating the living compartment (20) from the engine compartment (30).

5. Road transport vehicle (1) according to any one of claims 1 to 4, wherein the living compartment (20) has at least one ventilation opening (8) from the tank space (6) to the outside, the ventilation opening (8) preferably being in the form of a grid.

6. Road transport vehicle (1) according to any one of claims 1 to 5, wherein the partition wall (7) is thermally insulating.

7. A method of converting (P) a thermal road passenger vehicle (100) into an electric road passenger vehicle (1) according to any one of claims 1 to 6, said thermal road passenger vehicle (100) comprising a primary structure (10), the primary structure (10) comprising a floor frame (13) delimiting: • in its upper part, a living compartment (20) comprising a plurality of seats (21) fixed to the floor frame (13), and • in its lower part, at least one engine compartment (30) comprising a drive system comprising at least one internal combustion engine (110), • said conversion method (P) comprising: • a step of replacing, in the engine compartment (30), the internal combustion engine (110) with at least one electric motor (3) and at least one fuel cell (4) to power the electric motor (3),• a step of removing (E3) at least one seat (21) from the living compartment (20), and • a step of installing (E4) at least one fuel tank (2) in the living compartment (20), in place of the removed seat (21), and • a step of installing in the living compartment (20) a fuel-tight partition (7) separating the tank (2), the partition (7) separately delimiting a tank space (6), in which the fuel tank (2) is mounted, and a passenger space (23), in which the seats (21) are mounted.

8. A conversion method (P) according to claim 7, comprising a formation step (E2) in the living compartment (20) of at least one access to the outside, the installation step (E4) being carried out via said access, the access preferably being formed by removing at least a window of the thermal road transport vehicle (100).

9. Conversion method (P) according to any one of claims 7 and 8, wherein the thermal road transport vehicle (100) includes means for anchoring (22) the seats (21) to the floor frame (13), and wherein, during the installation step (E4), the fuel tank (2) is fixed to the floor frame (13) by means of the anchoring means (22) of the removed seat (21).

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