TEMPERATURE-CONTROLLED DIHYDROGEN STORAGE ENCLOSURE FOR A VEHICLE

Abstract

A storage chamber (SC) fitted to a vehicle comprises: - a receiving chamber (CA1-CA2) housing at least one tank (RH1-RH2) storing dihydrogen, and with access controlled by a first flap (V1), - a duct (CN) with access controlled by a second flap (V2), - a distribution chamber (CD) located downstream of at least one heat exchanger (EC) to receive air treated by the latter and communicating with the receiving chamber (CA1-CA2) via the first flap (V1) and with the duct (CN) via the second flap (V2), and - a control device (CD) capable of independently controlling the first (V1) and second (V2) flaps to control the temperature inside the receiving chamber (CA1-CA2) according to the temperature of the outside air supplying the heat exchanger (EC). Figure 2

Description

Title of the invention: TEMPERATURE-CONTROLLED DI-HYDROGEN STORAGE ENCLOSURE FOR A VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising at least one storage enclosure housing at least one tank suitable for storing dihydrogen (or H2), and more precisely to the control of the temperature in such a storage enclosure. State of the art

[0002] Certain vehicles, generally of the automobile type, comprise a powertrain (or GMP) providing engine torque from dihydrogen (or H2) stored in at least one tank housed in an on-board storage enclosure. For example, this engine torque can be produced by an electric motor from electrical energy supplied by a fuel cell (in which the reducing fuel is dihydrogen) or by a thermal motor consuming dihydrogen.

[0003] In a vehicle, for example a land vehicle, the dihydrogen is stored at very high pressure (typically between 350 bars and 700 bars) in at least one tank. Before the dihydrogen feeds a thermal engine to be burned or a fuel cell to be oxidized at the anode, it is expanded by at least one pressure reducer installed at the outlet of the tank, typically between 10 bars and 20 bars.

[0004] Draining or depressurizing a tank, by the flow of dihydrogen through the regulator and the supply pipes, causes a significant drop in the temperature of all the components crossed by the dihydrogen, in particular the coating (for example a thin layer of high-density plastic) which ensures the impermeability of the tank to dihydrogen and which is generally supported by an outer layer of composite carbon fibers (or CFC ("Carbon Fiber Composite") which ensures the mechanical strength of the tank. Thus, the temperature can be between -40°C and -60°C, including when the outside (or ambient) temperature is positive.

[0005] However, the resistance to low temperatures of this coating at the interface with the regulator, the various valves equipping the tank and the hydrogen supply pipes to the thermal engine or the fuel cell, poses a problem and therefore imposes limitations on the maximum flow rate of hydrogen deliverable by the tank(s). However, the more this maximum flow rate is reduced, the more the performance of the GMP is reduced when the outside temperature is low. (typically less than 10°C), and the lower the outside temperature, the greater the reduction in maximum flow rate. Thus, the maximum permitted speed is lowered, the total permissible load of the vehicle is reduced, and the vehicle's mileage range is reduced, even though the filling rate of the tank(s) is strictly higher than a minimum value.

[0006] Furthermore, the heat dissipation of the entire transmission chain including the GMP and certain vehicle services (in particular the aerothermal (heating or refrigeration) of the passenger compartment, the authorized total weight, the authorized total rolling weight and the associated maximum achievable speeds, and the slope and altitude capacities) require the presence in the vehicle of fluid / air heat exchange devices. However, some of these fluid / air heat exchange devices can be installed near a hydrogen tank, and therefore the calories that they generate can strongly influence the thermal environment surrounding this tank, which can pose a problem because the internal temperature of the tank must not exceed a threshold (generally equal to 85°C), and when this threshold is reached during the filling of the tank with hydrogen this causes a limitation of the mass of hydrogen stored in this tank.

[0007] Furthermore, in the event of a leak of dihydrogen at a tank or an interface (pressure regulator, valve, supply pipe), dihydrogen may accumulate in a location (for example the storage enclosure with tank(s)), even though this is not permitted for safety reasons.

[0008] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0009] For this purpose, it proposes in particular a storage enclosure suitable for equipping a vehicle and housing at least one tank suitable for storing dihydrogen.

[0010] This storage enclosure is characterized by the fact that it comprises:

[0011] - at least one reception chamber housing at least one reservoir and with controlled access by at least a first part,

[0012] - at least one conduit with access controlled by at least one second shutter and allowing the evacuation of treated air from the storage enclosure,

[0013] - at least one distribution chamber placed downstream of at least one heat exchanger heat in order to receive air treated by the latter and communicating with the (each) reception room via the first flap(s) and with the (each) duct via the second flap(s), and

[0014] - a control device capable of independently controlling the first(s) and second shutter(s) to control a temperature inside the receiving chamber based on a temperature of outside air supplying the heat exchanger.

[0015] Thus, the (each) tank can now be much less sensitive to temperature variations in its environment and therefore more rarely reaches its internal maximum or minimum temperature thresholds, which makes it possible, in particular, to maximize the mass of dihydrogen stored in each tank when filling them, to limit the maximum flow rate of dihydrogen deliverable less and to damage the interfaces less.

[0016] The storage enclosure according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0017] - its control device may be suitable for controlling a placement of the (of each) first flap in an open state and the (each) second flap in an at least partially closed state in order to supply the reception chamber with treated air suitable for heating or cooling the tank;

[0018] - in the presence of the first option, the (at least one) reception room can have an outlet with controlled access by at least a third flap. In this case, the control device may be capable of controlling a placement of the third flap in an at least partially open state in order to evacuate the treated air from the (each) reception chamber after it has heated or cooled the (each) tank;

[0019] - in the presence of the last sub-option, its control device can be clean, after heating or cooling of the (each) tank, to control the placement of the (each) first shutter in a closed state and of the (each) third shutter in a closed state in order to keep the treated air in each reception chamber;

[0020] - in the presence of the last sub-sub-option, the (each) reception room can be delimited by an interface wall delimiting a part of the (of a) conduit. In this case, the (each) conduit may have an outlet with access controlled by at least a fourth flap, and the control device may be capable, after heating or cooling of the (of each) tank, of controlling a placement of the second flap in a closed state and of the fourth flap in a closed state in order to keep the treated air in the (each) conduit to create a thermal insulation zone between the exterior of the (of each) conduit and the (each) receiving chamber;

[0021] - the (each) reception room may have an exit with access controlled by at least a third flap. In this case, the control device may be capable of controlling a placement of the (each) first flap in an open state, of the (each) second flap in an open state and of the (each) third flap in a closed state in order to circulate the treated air in the (each) reception chamber and to make it exit the latter via the distribution chamber and the (each) duct. For example, in the presence of at least a fourth flap on the outlet of the (each) duct, each fourth flap may be placed in an at least partially open state in order to make remove the treated air from the (each) reception chamber via the distribution chamber and the (each) duct;

[0022] - its control device may be suitable for controlling a placement of the (of each) first flap in a closed state and the (each) second flap in an open state in order to evacuate the treated air through the (each) duct without it passing through the receiving chamber;

[0023] - it can comprise two reception rooms housing two re servers and communicating with each other by at least one passage;

[0024] - it can include the heat exchanger upstream of its distribution chamber tribute.

[0025] The invention also proposes a vehicle comprising at least one storage enclosure of the type presented above.

[0026] For example, the heat exchanger may be part of a heating and / or air conditioning installation capable of providing treated air for at least one passenger compartment of the vehicle or of a thermal regulation installation capable of providing treated air for a transmission chain of the vehicle. Brief description of the figures

[0027] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0028] [Fig.l] schematically and functionally illustrates, in a side view, an example of a vehicle comprising a storage enclosure according to the invention,

[0029] [Fig.2] schematically and functionally illustrates, in a sectional view in a longitudinal and vertical plane, an example of the embodiment of the storage enclosure of the vehicle of [Fig.l], in a first mode of operation,

[0030] [Fig.3] schematically and functionally illustrates, in a sectional view in a longitudinal and vertical plane, an exemplary embodiment of the storage enclosure of the vehicle of [Fig.l], in a second mode of operation,

[0031] [Fig.4] schematically and functionally illustrates, in a sectional view in a longitudinal and vertical plane, an example of the vehicle storage enclosure of [Fig.l], in a third mode of operation, and

[0032] [Fig.5] schematically and functionally illustrates, in a sectional view in a longitudinal and vertical plane, an exemplary embodiment of the storage enclosure of the vehicle of [Fig.l], in a fourth mode of operation. Detailed description of the invention

[0033] The invention aims in particular to propose a storage enclosure (ES) intended to equip a vehicle V, housing at least one RHj tank of dihydrogen (or H2) and with a controlled internal temperature.

[0034] In the following, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type, and more precisely of the utility type. But the invention is not limited to this type of vehicle. It in fact concerns any vehicle (land, sea (or river), or air) comprising at least one storage enclosure with dihydrogen tank(s).

[0035] [Fig. 1] schematically illustrates an example of a vehicle V comprising a storage enclosure ES according to the invention. In this non-limiting example, the vehicle V comprises an engine compartment CM in which at least part of a powertrain (or GMP) of a transmission chain is installed, a main cabin CP defining a passenger compartment H suitable for accommodating at least one passenger, a technical compartment CT comprising at least one storage enclosure ES according to the invention, and a rear compartment (or trunk) CR suitable for accommodating equipment and / or objects to be transported.

[0036] The powertrain (or GMP) is arranged so as to provide engine torque from dihydrogen (or H2). In the following, it is considered, by way of non-limiting example, that the GMP comprises at least one electric motor capable of providing engine torque from electrical energy, and a fuel cell producing this electrical energy by oxidation of dihydrogen at the anode. But the GMP could comprise at least one thermal motor consuming dihydrogen to provide engine torque.

[0037] As illustrated in Figures 2 to 5, a storage enclosure ES, according to the invention, comprises at least one receiving chamber CAj, at least one conduit CN, at least one distribution chamber CD and a control device DC.

[0038] The (each) reception chamber CAj houses at least one tank RHj and has access controlled by at least one first flap VL The (each) tank RHj is suitable for storing dihydrogen (or H2). For example, each first flap V1 can have an open (or fully open) state and a closed (or non-open) state. It is also possible to envisage that each first flap V1 has at least one partially closed (or partially open) state.

[0039] In the example illustrated non-limitingly in Figures 2 to 5, the storage enclosure ES comprises first CAI (j = 1) and second CA2 (j = 2) reception chambers respectively housing first RH1 and second RH2 reservoirs.

[0040] Furthermore, in the example illustrated non-limitingly in Figures 2 to 5, the first CAI (j = 1) and second CA2 (j = 2) reception chambers communicate with each other via at least one passage PC, and therefore the first reception chamber CAI comprises a first inlet E1 at which each first flap VL is installed. Consequently, each first flap VI also controls access to the second reception chamber CA2. But in an alternative embodiment not illustrated, each of the first CAI and second CA2 reception rooms could include its own first entrance El and its own first shutter(s) VI, and these first CAI and second CA2 reception rooms could communicate with each other or not communicate with each other.

[0041] Furthermore, in other embodiments not illustrated, the storage enclosure ES could comprise only one receiving chamber CAj or could comprise more than two receiving chambers CAj (for example three or four).

[0042] Furthermore, in the example illustrated non-limitingly in Figures 2 to 5, a multiplicity of first flaps VI controls access to the first reception chamber CAI and also to the second reception chamber CA2. But the number of first flaps VI can take any value greater than or equal to one.

[0043] It will also be noted that, in the example illustrated non-limitingly in Figures 2 to 5, each reservoir RHj has a general circular cylindrical shape. But each reservoir RHj could have other general shapes.

[0044] It will also be noted that, in the example illustrated non-limitingly in Figures 2 to 5, the first CAI and second CA2 receiving chambers are placed one above the other while being substantially parallel to the floor of the vehicle V. Consequently, the tanks RHj are placed horizontally and at different vertical levels. But in an alternative embodiment not illustrated, the first CAI and second CA2 receiving chambers could be placed next to each other at the same vertical level and perpendicular to the floor of the vehicle V, and in this case the tanks RHj are placed vertically and at the same vertical level. In another alternative embodiment not illustrated, the first CAI and second CA2 receiving chambers could be placed horizontally next to each other at the same vertical level, and in this case the tanks RHj are placed horizontally and at the same vertical level.

[0045] The (each) duct CN has access controlled by at least one second flap V2, and allows the evacuation of treated air from the storage enclosure ES via a first outlet SI (which it comprises and which opens outside the storage enclosure ES), in particular when it is not desired to supply treated air to the receiving chamber(s) CAj as will be seen later. For example, each second flap V2 may have an open (or fully open) state and a closed (or non-open) state. It is also possible to envisage each second flap V2 having at least one partially closed (or partially open) state.

[0046] In the example illustrated non-limitingly in Figures 2 to 5, the storage enclosure ES comprises only one conduit CN. But it could comprise several (at least two) conduits CN.

[0047] Furthermore, in the example illustrated non-limitingly in Figures 2 to 5, the conduit CN comprises a second inlet E2 at which each second flap V2 is installed. But each second flap V2 could be installed slightly upstream of the second inlet E2.

[0048] In the above and the following, the concepts of “upstream” and “downstream” are understood in relation to the direction of air circulation from a main inlet EP of the storage enclosure ES.

[0049] Furthermore, in the example illustrated non-limitingly in Figures 2 to 5, a multiplicity of second flaps V2 controls access to the conduit CN. But the number of second flaps V2 can take any value greater than or equal to one.

[0050] The (each) distribution chamber CD is placed downstream of at least one heat exchanger EC in order to receive air which has been treated by the latter (EC) and communicates with the (each) reception chamber CAj via the (each) first flap VI and with the (each) conduit CN via the (each) second flap V2.

[0051] Here, the term “treated air” means air which has been heated (or possibly cooled) relative to outside air during its passage through at least one heat exchanger EC.

[0052] For example, the heat exchanger EC may be part of a heating and / or air conditioning installation which is suitable for supplying treated air for at least one passenger compartment H of the vehicle V or of a thermal regulation installation suitable for supplying treated air for the transmission chain of the vehicle V. This heat exchanger EC is preferably a radiator or a fluid / air type condenser, and therefore suitable for heating the air which it receives. But it could be a fluid / air type evaporator, and therefore suitable for cooling the air which it receives.

[0053] It will be noted that in a variant each heat exchanger EC could be dedicated exclusively to controlling the temperature in the storage enclosure ES.

[0054] It will also be noted that, in the example illustrated non-limitingly in Figures 2 to 5, the heat exchanger EC is installed in an intake chamber CHA of the storage enclosure ES, located upstream of the (one) distribution chamber CD and comprising at least one main inlet EP receiving air. But this is not an obligation. Indeed, the heat exchanger EC could be installed upstream of the storage enclosure ES and in this case the (each) main inlet EP of the intake chamber CHA can be coupled to the outlet of a corresponding heat exchanger EC via a possible air duct.

[0055] As illustrated non-limitingly in Figures 2 to 5, the (each) EC heat exchanger can be installed with a fixed inclination previously determined in order to optimize the compromise between the maximum exchange surface and the air flows within it and at its outlet.

[0056] It will be noted that, in the example illustrated non-limitingly in Figures 2 to 5, the storage enclosure ES comprises only one heat exchanger EC (for example a fluid / air type radiator). But it could comprise two heat exchangers EC (for example two fluid / air type radiators or one fluid / air type radiator and one fluid / air type condenser), possibly associated respectively with two distribution chambers CD.

[0057] The control device DC is capable of independently controlling the first(s) VI and second(s) V2 flaps to control the temperature inside the (each) reception chamber CAj as a function at least of the temperature of the outside air which supplies the heat exchanger EC.

[0058] For this purpose, it comprises at least one processor, for example a digital signal processor (or DSP), and at least one memory arranged to carry out operations enabling a control program to be implemented. This DC control device can therefore be produced in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it may be a microcontroller.

[0059] The memory is RAM in order to store instructions for the implementation by the processor of the aforementioned control program. The processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0060] For example, the processor(s) and the memory may be part of a computer which is itself part of the DC control device. But this computer could not be part of the DC control device while comprising the latter (DC), and in this case it provides at least one other function within the vehicle V.

[0061] Thanks to this control of the temperature inside the (each) reception chamber CAj, the (each) tank RHj can now be much less sensitive to temperature variations in its environment and therefore more rarely reaches its internal maximum temperature threshold and its internal minimum temperature threshold. This makes it possible to limit less the maximum flow rate of dihydrogen deliverable by each tank RHj (and therefore to lower the maximum permitted speed less, to reduce the total admissible load and the kilometric autonomy of the vehicle V less). This also makes it possible to maximize the mass of dihydrogen stored in each tank RHj when they are filled and therefore to increase the kilometric autonomy of the vehicle V.In addition, by controlling the temperature in the (each) receiving chamber CAj, the temperature of the dihydrogen leaving the (each) tank RHj is controlled, and therefore it is prevented from damaging the coating at the interface with the regulator, the . different valves equipping the (each) RHj tank and the hydrogen supply lines to the thermal engine or the fuel cell of the GMP. In addition, as we will see later, this can also make it possible, in the event of a hydrogen leak in the ES storage enclosure, to prevent the accumulation of hydrogen in the latter (ES) and therefore to reinforce the safety of the vehicle V.

[0062] It will be noted, as illustrated non-limitingly in Figures 2 to 5, that the (at least one) reception chamber CAj may have a second outlet S2 with access controlled by at least one third flap V3. For example, each third flap V3 may have an open (or fully open) state and a closed (or non-open) state. It may also be envisaged that each third flap V3 has at least one partially closed (or partially open) state.

[0063] In the example illustrated non-limitingly in Figures 2 to 5, only the second receiving chamber CA2 comprises a second outlet S2 with access controlled by at least one third flap V3, because the first receiving chamber CAI communicates with the second receiving chamber CA2 and therefore the treated air present in the first receiving chamber CAI can be evacuated by the second outlet S2 via the second receiving chamber CA2. But each of the first CAI and second CA2 receiving chambers could comprise its own second outlet S2 with access controlled by at least one third flap V3.

[0064] Furthermore, in the example illustrated non-limitingly in Figures 2 to 5, a multiplicity of third flaps V3 controls access to the second output S2. But the number of third flaps V3 can take any value greater than or equal to one.

[0065] It will also be noted, as illustrated non-limitingly in Figures 2 to 5, that the (each) first output S1 may have access controlled by at least one fourth shutter V4. For example, each fourth shutter V4 may have an open (or fully open) state and a closed (or non-open) state. It may also be envisaged that each fourth shutter V4 has at least one partially closed (or partially open) state.

[0066] In the example illustrated non-limitingly in Figures 2 to 5, a multiplicity of fourth shutters V4 controls access to the first output SI. But the number of fourth shutters V4 can take any value greater than or equal to one.

[0067] It will also be noted, as illustrated non-limitingly in Figures 2 to 5, that the main inlet EP of the intake chamber CHA may have access controlled by at least a fifth flap V5.

[0068] In the example illustrated non-limitingly in Figures 2 to 5, a multiplicity of fifth shutters V5 controls access to the main entrance EP. But the number of fifth shutters V5 can take any value greater than or equal to one.

[0069] It will be understood that this / these fifth flap(s) V5 is / are intended to prevent the entry of air into the storage enclosure ES when there is no need to recover calories at the level of an EC heat exchanger and / or to provide recovered calories to (each) RHj tank.

[0070] It will also be noted, as illustrated non-limitingly in Figures 2 to 5, that in order to promote the circulation of air in the storage enclosure ES (and therefore in particular increase the transfer of calories from the treated air to the (each) radiator RHj), the distribution chamber CD may comprise at least one fan or one blower VT downstream of each heat exchanger EC. But in an alternative embodiment not illustrated, each fan or blower VT could be installed upstream of each heat exchanger EC, for example in the (each) intake chamber CHA.

[0071] Controlling the placement of at least the first shutter(s) VI, second shutter(s) V2, possible third shutter(s) V3, possible fourth shutter(s) V4 and possible fan(s) or blower(s) VT by the control device DC can allow the storage enclosure ES to have at least four different operating modes.

[0072] In a first mode of operation, illustrated non-limitingly in [Fig. 2], the control device DC may be capable of controlling the placement of the (each) first flap V1 in its open state and of the (each) second flap V2 in an at least partially closed state in order to supply the (each) receiving chamber CAj with treated air suitable for heating or cooling the (each) tank RHj as required. It will be noted that the circulation of treated air in the (each) receiving chamber CAj makes it possible to significantly increase the heat exchange coefficient in this (these) latter CAj due to forced convection.

[0073] It will be understood that when the (each) second flap V2 is in its closed state, all of the treated air passes through the first inlet El. On the other hand, when the (each) second flap V2 is in a partially closed state, a portion of the treated air passes through the first inlet El and another portion of the treated air passes through the second inlet E2, which makes it possible to adjust the percentage of treated air used to control the temperature in the (each) reception chamber CAj.

[0074] For example, when the outside air temperature becomes lower than a first chosen threshold and the outside air can be heated at a heat exchanger EC, the first operating mode can be set up to heat the (each) tank RHj and more precisely so that the temperature of the latter (RHj) is higher than the outside temperature and with a convective heat exchange coefficient higher than a chosen value. This makes it possible to delay as much as possible the decrease in the temperature of the dihydrogen at the outlet of the (each) tank RHj thanks also to a large exchange surface between the treated air and the (each) tank RHj.

[0075] The first threshold may, for example, be less than or equal to a value between 0°C and 10°C.

[0076] Also for example, when the outside air temperature becomes higher than a second chosen threshold and the outside air can be cooled at a heat exchanger EC, the first operating mode can be established to cool the (each) tank RHj. This second threshold can, for example, be between 40°C and 50°C.

[0077] When the (at least one) receiving chamber CAj has a second outlet S2 with access controlled by at least one third flap V3, the control device DC may also be capable of controlling the placement of the (each) third flap V3 in an at least partially open state in order to evacuate the treated air out of the (each) receiving chamber CAj (via the second outlet S2) after it has heated or cooled the (each) tank RHj, as illustrated in [Fig. 2]. In the absence of a second outlet S2, the treated air (heated or cooled) circulates in the (each) receiving chamber CAj then leaves the (each) receiving chamber CAj via the first inlet El in order to reach the distribution chamber CD then the (one) conduit CN to be evacuated via its first outlet SI.

[0078] It will be noted that in the first operating mode, the lower the outside temperature, the more it is preferable to increase the closing percentage of each fifth flap V5. This closing percentage may also depend on the need for heat exchange at the level of the (each) heat exchanger EC and / or the speed of the vehicle V and / or the activation or not of the (each) fan VT and / or the need for thermal conditioning of the (each) tank RHj (by targeting a conditioning temperature higher than a chosen threshold as well as a convective heat exchange coefficient higher than the aforementioned chosen value).

[0079] In a second mode of operation, illustrated non-limitingly in [Fig. 3], when the (at least one) receiving chamber CAj has a second outlet S2 with access controlled by at least one third flap V3, the control device DC can also be capable, after heating or cooling of the (each) tank RHj, of controlling the placement of the (each) first flap V1 in its closed state and of the (each) third flap V3 in its closed state in order to keep the treated air (heated or cooled) in the (each) receiving chamber CAj. In the absence of a second outlet S2, it is sufficient to place the (each) first flap VI in its closed state so that the treated air (heated or cooled) remains in the (each) receiving chamber CAj.

[0080] It will be understood that this second mode of operation is intended to maintain the temperature inside the (each) receiving chamber CAj at a substantially constant value for as long as possible. It will be noted that to promote this maintenance, and therefore improve the thermal insulation of the (each) receiving chamber CAj, it is possible to create a layer of insulating air against the (each) chamber CAj reception.

[0081] To do this, and as illustrated non-limitingly in Figures 2 to 5, the (each) reception chamber CAj may be partly delimited by an interface wall PI which also delimits a part of the duct CN. Thus, when the duct CN has a first outlet SI with access controlled by at least one fourth flap V4, the control device DC may be able, after heating or cooling of the (each) tank RHj, to control the placement of the (each) second flap V2 in its closed state and of the (each) fourth flap V4 in its closed state in order to keep the treated air in the duct CN. This in fact makes it possible to create a thermal insulation zone between the outside of the duct CN and the (each) reception chamber CAj.Advantageously, the control device DC can then be capable of controlling the placement of the (each) fifth shutter V5 controlling access to the main entrance EP in a closed state in order to avoid any heat loss by natural convection, from the (each) reception chamber CAj outside the vehicle V. .

[0082] In a third mode of operation, illustrated non-limitingly in [Fig. 4], when the (at least one) reception chamber CAj has a second outlet S2 with access controlled by at least one third flap V3, the control device DC may be capable of controlling the placement of the (each) first flap V1 in its open state, of the (each) second flap V2 in its open state and of the (each) third flap V3 in its closed state. This in fact makes it possible to circulate the treated air in the (each) reception chamber CAj and to make it exit from the latter (these) CAj via the distribution chamber CD and the duct CN. This also makes it possible to circulate the treated air in the (each) distribution chamber CD and to make it exit from the latter (these) CD via the duct(s) CN, in order to evacuate from the storage enclosure ES the outside air heated at the level of a heat exchanger EC.

[0083] It will be noted that in this third operating mode, in the presence of at least one fourth flap V4 on the outlet of the (each) duct CN, the control device DC may be capable of controlling the placement of the (each) fourth flap V4 in an at least partially open state in order to cause the treated air to exit from the (each) reception chamber CAj via the (each) distribution chamber CD and the (each) duct CN.

[0084] It will be understood that this third mode of operation is intended to advantageously allow, in the event of a leak of dihydrogen in a receiving chamber CAj, an evacuation of this dihydrogen from the latter (CAj) then from the storage enclosure ES, thus making it possible to reinforce the safety of the vehicle V. For example, the third mode of operation can be established each time that the level of dihydrogen detected by a dedicated sensor in a receiving chamber CAj becomes higher than a chosen threshold. But in an alternative embodiment it could be envisaged to periodically introduce the third mode of operation as a preventive measure.

[0085] As a variant and for the same purpose as that sought by this third operating mode, the control device DC may be capable of establishing the first operating mode, illustrated non-limitingly in [Fig.2], to evacuate the dihydrogen from the (each) reception chamber CAj then from the storage enclosure ES via a second outlet S2 with access controlled by at least a third flap V3.

[0086] In a fourth mode of operation, illustrated non-limitingly in [Fig. 5], the control device DC may be capable of controlling the placement of the (each) first flap VI in its closed state and of the (each) second flap V2 in its open state in order to evacuate the treated air through the (each) duct CN without it passing through the (each) reception chamber CAj.

[0087] It will be understood that this fourth operating mode makes it possible not to use the air treated by each heat exchanger EC when it is not needed to control the temperature in the (each) receiving chamber CAj, but also to evacuate to the outside the calories recovered by the air treated at the level of the (each) heat exchanger EC to reduce or increase the temperature of the fluid circulating in the latter (EC).

[0088] This fourth operating mode can be activated, by the control device DC, while the vehicle V is moving or stopped, regardless of the operating state of the fan(s) or blower(s) VT, and in particular when filling at least one tank (RHj) with hydrogen. In particular, the fifth flap(s) V5 controlling access to the main entrance EP is (are) then preferably in an at least partially closed state depending on the temperature of the outside air supplying the (each) heat exchanger EC or depending on the heat exchange requirement at the (each) heat exchanger EC and / or the speed of the vehicle V and / or whether or not the (each) fan VT is activated.

Claims

Claims

1. Storage enclosure (ES) suitable for equipping a vehicle (V) and housing at least one tank (RHj) suitable for storing dihydrogen, characterized in that it comprises i) at least one receiving chamber (CAj) housing at least one tank (RHj) and with access controlled by at least one first flap (VI), ii) at least one duct (CN) with access controlled by at least one second flap (V2) and allowing the evacuation of treated air from said storage enclosure (ES), iii) at least one distribution chamber (CD) placed downstream of at least one heat exchanger (EC) in order to receive air treated by the latter (EC) and communicating with said receiving chamber (CAj) via said first flap (VI) and with said duct (CN) via said second flap (V2),and iv) a control device (DC) capable of independently controlling said first (VI) and second (V2) flaps to control a temperature inside said reception chamber (CAj) as a function of a temperature of an outside air supplying said heat exchanger (EC).,

2. Storage enclosure according to claim 1, characterized in that said control device (DC) is capable of controlling a placement of said first flap (VI) in an open state and of said second flap (V2) in an at least partially closed state in order to supply said reception chamber (CAj) with treated air capable of heating or cooling said tank (RHj).

3. Storage enclosure according to claim 2, characterized in that said receiving chamber (CAj) has an outlet with access controlled by at least one third flap (V3), and in that said control device (DC) is capable of controlling a placement of said third flap (V3) in an at least partially open state in order to evacuate said treated air from said receiving chamber (CAj) after it has heated or cooled said reservoir (RHj).

4. Storage enclosure according to claim 3, characterized in that said control device (DC) is capable, after heating or cooling of said tank (RHj), of controlling a placement of said first flap (VI) in a closed state and of said third flap (V3) in a closed state in order to keep said treated air in said reception chamber (CAj).

5. Storage enclosure according to claim 4, characterized in that said receiving chamber (CAj) is delimited by an interface wall (PI) delimiting a part of said duct (CN), in that said duct (CN) has an outlet with access controlled by at least a fourth flap (V4), and in that said control device (DC) is suitable, after heating or cooling of said tank (RHj), for controlling a placement of said second flap (V2) in a closed state and of said fourth flap (V4) in a closed state in order to keep said treated air in said duct (CN) to create a thermal insulation zone between the exterior of said duct (CN) and said receiving chamber (CAj).

6. Storage enclosure according to claim 1, characterized in that said reception chamber (CAj) has an outlet with controlled access by at least one third flap (V3), and in that said control device (DC) is capable of controlling a placement of said first flap (VI) in an open state, of said second flap (V2) in an open state and of said third flap (V3) in a closed state in order to circulate said treated air in said reception chamber (CAj) and to make it exit from the latter (CAj) via said distribution chamber (CD) and said conduit (CN).

7. Storage enclosure according to claim 1, characterized in that said control device (DC) is capable of controlling a placement of said first flap (VI) in a closed state and of said second flap (V2) in an open state in order to evacuate said treated air through said duct (CN) without it passing through said receiving chamber (CAj).

8. Storage enclosure according to one of claims 1 to 7, characterized in that it comprises two reception chambers (CAj) respectively housing two reservoirs (RHj) and communicating with each other by at least one passage (PC).

9. Storage enclosure according to one of claims 1 to 8, characterized in that it comprises said heat exchanger (EC) upstream of said distribution chamber (CD).

10. Vehicle, characterized in that it comprises at least one storage enclosure (ES) according to one of the preceding claims.