Assembly comprising a tank and a steering module attached to the tank

Abstract

An arrangement comprising a tank and a steering module attached to the tank. An arrangement for a motor vehicle comprising a tank (4) for storing an energy fluid and a steering module (7) for controlling and / or assisting the orientation of at least one steering wheel (3G, 3D) of the vehicle, the steering module (7) being attached to the tank (4). Figure for the abbreviation: Figure 1

Description

Title of the invention: Arrangement comprising a tank and a steering module attached to the tank Technical field of the invention

[0001] The invention relates to an arrangement for a vehicle comprising a tank for storing an energy fluid, in particular hydrogen, and a steering module. The invention also relates to a vehicle, in particular a motor vehicle, comprising such an arrangement. Prior art

[0002] In order to make vehicle use less polluting, vehicles equipped with a hydrogen-powered fuel cell are known. These vehicles therefore carry a tank in which hydrogen is stored before being consumed by the fuel cell. The fuel cell provides electrical energy that can be used directly by an electric motor to propel the vehicle, or stored in an electrochemical battery on board the vehicle.

[0003] The hydrogen pressure in the tank can be very high, for example, on the order of 700 bar. The tank must therefore be particularly resistant to the mechanical stresses exerted by pressurized hydrogen. Furthermore, hydrogen is a highly flammable gas that poses a fire hazard in the event of a leak. Hydrogen tanks must therefore also be impact-resistant to ensure passenger safety in the event of a vehicle accident. Prior art tanks generally take the form of one or more cylinders mounted on the vehicle. Such cylinders are particularly bulky and complex to integrate within the vehicle.

[0004] Furthermore, motor vehicles are equipped with a steering system configured to control, or allow the driver to control, the orientation of two of the vehicle's steering wheels. Such a steering system generally comprises a steering module, itself equipped with a housing, a rack movable relative to the housing, two tie rods, and an electric motor configured to move the rack relative to the housing. Each tie rod has a first end connected to the rack and a second end connected to a steering wheel. Such a steering module is thus configured to control and / or assist the orientation of the vehicle's steering wheels. In particular, such a module can be configured to assist the driver in turning the steering wheel. Such a steering module This is then typically referred to as a "power steering module." Alternatively, steering modules can also be configured to completely replace the driver's actions. Such a steering module is then configured to autonomously control the direction of the steering wheels. This type of steering module is typically referred to as an "autonomous steering module."

[0005] In all cases, steering modules are particularly sensitive and fragile components. Damage to the steering module can lead to misalignment of the steering wheels, dynamic instability of the vehicle, or even a complete inability to control the vehicle's trajectory. Furthermore, such a steering module is generally located near the steering wheels and is therefore particularly exposed to impacts.

[0006] Thus, a vehicle comprising both a hydrogen storage tank and a steering module presents complex architectural constraints that must be met. Presentation of the invention

[0007] The object of the invention is to provide an arrangement for a vehicle which remedies the above disadvantages and improves upon the arrangements known in the prior art.

[0008] More specifically, a first object of the invention is to provide an arrangement comprising a tank and a steering module that is both compact and provides good protection of the tank and the steering module against impacts. Summary of the invention

[0009] The invention relates to an arrangement for a motor vehicle comprising a tank for storing an energy fluid and a steering module for controlling and / or assisting the orientation of at least one steering wheel of the vehicle, the steering module being fixed to the tank.

[0010] The steering module can be positioned along a vertical wall of the tank.

[0011] The arrangement may include a mounting bracket fixed, in particular screwed, on one side to the tank, and fixed, in particular screwed, on the other side to the steering module.

[0012] The fixing bracket may include a first arm fixed against the vertical wall of the tank and a second arm fixed against an upper wall of the steering module.

[0013] The tank may include a rigid structure made of a composite material, and the steering module may be fixed to the tank by fixing screws penetrating into the structure of the tank.

[0014] The tank may comprise at least a first pair of opposing walls connected to each other by a first set of connecting elements traversing the tank and extending parallel to a first axis, the tank comprising at least one a fixing interface arranged at one end of at least one connecting element, the steering module being fixed to the tank via at least one fixing interface.

[0015] The arrangement may further include at least one longeron, the tank being fixed to at least one longeron, the steering module being held relative to at least one longeron solely by means of the tank.

[0016] The steering module may include a housing, a rack movable relative to the housing, at least one steering tie rod, and an actuator such as an electric motor configured to move the rack relative to the housing, the at least one steering tie rod comprising a first end connected to the rack and a second end intended to be connected to at least one steering wheel to control and / or assist the orientation of at least one steering wheel.

[0017] The reservoir may include at least one hollow forming a free volume intended to accommodate at least one steering wheel of the vehicle, and the steering module may be intended to be mechanically connected to at least one steering wheel to control and / or assist the orientation of at least one steering wheel.

[0018] The invention also relates to a vehicle, in particular a motor vehicle, comprising an arrangement as defined above. Presentation of the figures

[0019] 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:

[0020] Fig. 1 is a schematic view from below of a motor vehicle equipped with an arrangement according to an embodiment of the invention.

[0021] Fig. 2 is a top perspective view of said arrangement, said arrangement comprising a tank and a steering module.

[0022] Fig. 3 is a partial perspective view of the reservoir.

[0023] Fig. 4 is a partial and transparent view of the reservoir.

[0024] Fig. 5 is a cross-sectional view of a tank fixing interface.

[0025] Fig. 6 is a top perspective view of the steering module.

[0026] Fig. 7 is a perspective view from below of the steering module.

[0027] Fig. 8 is a vertical and longitudinal cross-sectional view of said arrangement. Detailed description

[0028] Figure 1 schematically illustrates a motor vehicle 1 according to an embodiment of the invention. The 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 machine, or even any other type of land vehicle.

[0029] In this document, the X-axis denotes 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 movement. The Y-axis denotes the transverse axis of the vehicle. The Y-axis is oriented from left to right, left and right being defined from the perspective of a driver of vehicle 1. The Z-axis denotes 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.

[0030] The vehicle 1 comprises, on the one hand, a drive system configured to drive the drive wheels 2G, 2D of the vehicle 1, and on the other hand, a steering system configured to steer the steering wheels 3G, 3D of the vehicle. The drive system rotates the drive wheels 2G, 2D around an axis of rotation parallel to the Y-axis when the vehicle is moving in a straight line. The steering system steers the steering wheels 3G, 3D around an axis parallel or substantially parallel to the Z-axis.

[0031] The drive system includes a tank 4 for storing hydrogen, a fuel cell 5 capable of converting hydrogen into an electric current, and an electric motor 6 powered by an electric current from the fuel cell 5. The electric motor 6 is configured to drive the drive wheels 2G, 2D of the vehicle 1 in rotation, so as to move the vehicle 1 forward (or backward).

[0032] According to the embodiment presented, the drive wheels 2G, 2D are front wheels and the steering wheels 3G, 3D are rear wheels. The drive wheels 2G, 2D may, however, also be steering wheels. In this case, the vehicle is equipped with four steering wheels. Similarly, the steering wheels 3G, 3D may also be drive wheels. In this case, the vehicle is equipped with four-wheel drive. The electric motor 6 may be housed in an engine compartment of the vehicle. Alternatively, each drive wheel may be equipped with an electric motor configured to drive the drive wheel.

[0033] According to other embodiments of the invention, the drive wheels and the steering wheels could correspond to the same wheels and these could be arranged at the front or the rear of the vehicle 1. According to another embodiment, the drive wheels could be arranged at the rear, and the steering wheels could be arranged at the front of the vehicle 1.

[0034] The steering system includes a steering module 7 mechanically connected to the steering wheels 3G, 3D. In particular, the steering module 7 includes a housing 8, a rack 9 movable relative to the housing 8, and two steering tie rods. 10G, 1OD, and an actuator 11, such as an electric motor configured to move the rack 9 relative to the housing 8. The rack 9 (visible in [Fig. 8]) is movable relative to the housing parallel to the Y-axis. The rack and the actuator 11 can be housed inside the housing 8. The housing 8 can have an overall elongated shape, particularly along the Y-axis. The steering billets 10G, 10D can be arranged at two opposite ends of the housing 8. The steering rods 10G, 10D mechanically connect the steering module 7 to the steering wheels 3G, 3D. The steering rod 10G has one end connected to the rack 9, and a second end connected to the steering wheel 3G. Similarly, the steering tie rod 10D includes a first end connected to the rack 9, and a second end connected to the steering wheel 3D.The connecting rods 10G, 10D can extend at least roughly parallel to the Y axis. They can be fixed respectively by a ball joint means to a steering knuckle 13G, 13D of the steering wheels 3G, 3D.

[0035] The steering module 7 can be configured to control and / or assist the orientation of the 3G, 3D steering wheels. The steering module 7 can therefore be either a power-assisted steering module or a standalone steering module. The steering module 7 can also be equipped with an electronic control unit 12 electrically connected to the actuator 11. The electrical control unit can be configured to issue activation commands to the actuator 11 in order to orient the 3G, 3D steering wheels in a desired direction.

[0036] According to the embodiment presented, the steering module 7 is designed to autonomously control the orientation of the vehicle's rear wheels, in addition to controlling the orientation of the front wheels. The orientation of the front wheels can be controlled manually using a steering wheel, and optionally by means of a secondary power steering module. The orientation of the rear wheels can be calculated based on the orientation of the front wheels in order to improve the vehicle's dynamic behavior and / or to reduce the vehicle's turning radius, thereby facilitating certain maneuvers.

[0037] The steering module 7 can be configured to orient the steering wheels by an angle of plus or minus 5° around a vertical or substantially vertical axis, or even by an angle of plus or minus 10° around a vertical or substantially vertical axis.

[0038] As explained previously, the steering module 7 could also be adapted to control the orientation of the front wheels and / or could be fitted to a vehicle comprising only two steering wheels. The steering module 7 can optionally be mechanically connected to a steering wheel intended to be operated by a driver of the vehicle to control the orientation of the 3G, 3D steering wheels.

[0039] The steering module 7 is advantageously attached to the reservoir 4. This combines two particularly sensitive components of the vehicle. The protection provided for one component benefits the other component, and vice versa.

[0040] Preferably, the steering module 7 is positioned along a vertical wall 14 of the tank 4. In this way, the steering module 7 is well protected against horizontal impacts. In particular, according to the embodiment presented, the vertical wall 14 is a rear wall of the steering module 7. In the event of a rear-end collision with vehicle 1, assuming a forward force is transmitted to the steering module 7, the movement of the steering module 7 would be limited by the vertical wall 14. The steering module 7 could thus only move forward by a few millimeters, or at most by about one centimeter. Deformation or damage to the steering module 7 could therefore be minimized. This makes it easier to maintain a maneuverable vehicle following a rear-end collision with vehicle 1.Vehicle 1 can thus be more easily removed from the impact zone and secured or transported to a garage. Furthermore, since the steering module is positioned against the rear vertical wall 14 of the tank, it is naturally protected by the tank from frontal and / or lateral impacts. It is understood that a similar advantage could also be achieved by attaching the steering module 7 along a side and / or front wall of the tank.

[0041] Advantageously, the steering module 7 does not protrude downwards or upwards from the reservoir 4. In other words, and as can be seen in [Fig.8], the lowest point of the steering module 7 is higher than the lowest point of the reservoir 4. Similarly, the highest point of the steering module 7 is lower than the highest point of the reservoir 4. The protection of the steering module 7 is thus further enhanced.

[0042] The steering module 7 is attached to the reservoir 4 by means of a mounting bracket 15. More specifically, the mounting bracket 15 is attached, in particular by screws, directly to the reservoir 4, and also attached, in particular by screws, directly to the housing 8 of the steering module. The mounting bracket 15 can be screwed to the reservoir 4 by means of a first set of mounting screws 18, in particular three mounting screws 18 (visible in [Fig. 7]). The mounting bracket can be screwed to the steering module 7 by means of a second set of mounting screws 19, in particular four mounting screws 19 (visible in [Fig. 6]).

[0043] The mounting bracket 15 can, for example, be a monolithic metal part. It can, in particular, be made from a sheet of metal, for example steel, cut and bent into a desired shape. Specifically, the mounting bracket 15 can include a longitudinal, vertical section (visible in [Fig. 8]) in the shape of an "L". The mounting bracket includes a first vertical arm 16, A second arm 17 is fixed against the vertical wall 14 of the tank, and a second arm 17 is fixed against an upper wall of the steering module. The steering module 7 is thus suspended from the mounting bracket 15. Such a mounting bracket 15 allows for the reuse of steering modules originally designed to be fixed from above to a body cradle, particularly to the underside of such a cradle. The second arm 17 has an opening, particularly a rectangular one, adapted for the passage of a protruding part of the housing 8.

[0044] Note that the steering links 10G, 10D are articulated arms designed to transmit a force directed in the direction in which they extend (i.e., at least roughly in the direction of the Y-axis). The steering links are not configured to support the weight of the steering module 7. On the contrary, the weight of the steering module 7 is supported exclusively by the reservoir 4, via the mounting bracket 15.

[0045] Advantageously, the fastening means used to attach the steering module 7 to the tank 4 may include vibration-filtering means, in particular absorbing elements such as elastomer pads or "silent blocks". This prevents any vibrations transmitted from the road to the steering module 7 via the steering wheels 3G, 3D from subsequently being transmitted to the tank 4. This avoids the generation of noise or vibrations perceptible to the occupants of the vehicle 1, particularly when the tank 4 extends in close proximity to vehicle seats, as will be explained later.

[0046] According to the embodiment presented, the tank 4 is therefore intended to store hydrogen, or more precisely, dihydrogen. According to other variants, the tank 4 could be configured to store other forms of energy gases, for example, liquefied petroleum gas or natural gas. The tank could even be intended to store a liquid fuel such as gasoline, diesel fuel, or ethanol. In such a case, the vehicle could include a combustion engine capable of converting the energy of the energy fluid into electromotive force.

[0047] Generally speaking, the tank 4 is intended to contain an energy fluid, that is to say, a fluid forming a fluid energy reserve, convertible into an electromotive force capable of moving the vehicle. The tank is therefore a component of the vehicle 1 that gives it a certain autonomy. The tank 4 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.

[0048] The tank 4 is intended to store the energy fluid under pressure, that is to say, at a pressure strictly greater than atmospheric pressure. In this case, the tank is intended to store the energy fluid, in particular hydrogen, at a pressure greater than or equal to 700 bar. Alternatively, the tank 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. The tank therefore includes a rigid structure capable of withstanding the forces exerted by the pressurized fluid it contains, i.e., centrifugal forces acting from inside the tank that tend to cause it to burst.

[0049] Furthermore, the tank 4 may have a capacity greater than or equal to 50 liters, preferably greater than or equal to 100 liters, or even greater than or equal to 150 liters. A 100-liter tank allows the storage of approximately 4 kg of hydrogen at 700 bar, which provides a range of around 300 km for a motor vehicle.

[0050] The structure of the tank 4 is also capable of withstanding significant impacts, particularly 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 the structure to be dimensioned, including the required wall thicknesses, so that no leakage of energy fluid occurs, even in the most violent accidents.

[0051] Advantageously, the tank 4, whose high strength is necessary to withstand the high pressures of the energy fluid it contains, as well as to ensure the safety of the vehicle 1's passengers in the event of an accident, can be used to stiffen the vehicle's structure. The tank 4 can therefore be considered an integral part of the vehicle's load-bearing structure. The tank is capable of supporting the weight exerted by other vehicle equipment and also provides a support for attaching this equipment. The tank 4 thus provides a rigid support for attaching the steering module 7. In particular, the tank 4 eliminates the need for a metal cradle to support the steering module 7, as is usually required in vehicles according to prior art. The vehicle 1 therefore does not include any cradle supporting the steering module 7.The weight and volume occupied by such a component can thus be saved.

[0052] The tank 4 extends between two longitudinal members 32G, 32D to which it is attached. The two longitudinal members 32G, 32D extend parallel to the X-axis on either side of the vehicle. The tank 4 thus acts as a crossmember by rigidly connecting the two longitudinal members 32G, 32D to each other. The arrangement of the tank between the two longitudinal members 32G, 32D also eliminates the need for crossmembers extending along the Y-axis and connecting the longitudinal members. The two longitudinal members 32G, 32D are connected at the rear by a crossmember, in particular a shock absorber crossmember. As can be seen in [Fig. 2], a space, generally rectangular in shape, is thus formed between the vertical wall rear 14, the two longitudinal members 32G, 32D and the crossmember. The steering module 7 is positioned in this space, and is thus well protected on all sides.

[0053] The tank 4 is capable of withstanding loads of at least one hundred kilograms, or even several hundred kilograms. These loads can be static, such as those exerted by the weight of equipment like vehicle seats and / or the weight of vehicle passengers. They can also be dynamic, such as those that occur in specific situations like 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.

[0054] The tank 4 may have a roughly parallelepiped shape. It may thus comprise three pairs of opposing walls. With reference to Figures 3 and 4, a first pair of opposing walls consists of a front vertical wall 21 and the rear vertical wall 14 described previously. Walls 14 and 21 extend substantially parallel to the Y and Z axes. A second pair of opposing walls consists of a left side wall 22G and a right side wall 22D. Walls 22G and 22D extend substantially parallel to the X and Z axes. A third pair of opposing walls consists of an upper wall 23A and a lower wall 23B. Walls 23A and 23B extend substantially parallel to the X and Y axes. Alternatively, any other shape of the tank could be considered.

[0055] As can be clearly seen in [Fig. 1], the tank 4 comprises two recesses 20G, 20D forming two free volumes that respectively accommodate the steering wheels 3G and 3D. The tank 4 thus has a shape that optimizes the free volume around the steering wheels 3G and 3D. The dimensions of the recesses 20G and 20D are adapted to integrate, in particular, the steering knuckles 13G and 13D and to allow the free pivoting of the steering wheels 3G and 3D. Due to the presence of the recesses 20G and 20D, the front vertical wall 21 is longer than the rear vertical wall 14 along the transverse axis Y. The width of the rear vertical wall 14 along the Y axis is approximately equal to the width of the mounting bracket 15 along the same axis. The side walls 22G and 22D are shorter than the total length of the tank 4 along the longitudinal axis X.

[0056] The tank 4 is arranged in the rear part of the vehicle 1, in particular at the level of a rear part of the vehicle's underbody. The tank 4 extends in particular under a row of rear seats of the vehicle and / or 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 the rear seats and all the items stored in the trunk of the vehicle.

[0057] The upper wall 23A may include recesses 24 for receiving the vehicle's seat cushions, so that passengers seated on these seats are not positioned too high. Between the recesses 24, the upper wall 23A includes a projecting central rib 25 that increases the tank's volume without compromising the comfort of passengers seated above the tank. Advantageously, the tank 4 also includes an anti-submarining device 26. Such a device acts as a stop, preventing the seat cushions above the tank from sliding forward in the event of an accident. The anti-submarining device 26 is formed by a protrusion extending forward and upward in front of the recesses 24. The anti-submarining device 26 may have a contoured shape along the Y-axis and / or extend across the entire width of the tank along the Y-axis.In addition to improving passenger safety, integrating the anti-submarining device 26 into the tank increases the tank's volume and therefore its energy fluid storage capacity.

[0058] The tank 4 can be isolated from the passenger compartment by a simple protective element, for example made of plastic, which covers the tank. No structural element needs to be integrated between the tank 4 and the vehicle seats above the tank, since the latter has sufficient strength to support the weight of the seats and the passengers seated on them.

[0059] Advantageously, the structure of the tank 4 is made of composite material. Such a material is lighter than steel and even than any other metal for equivalent strength. Moreover, the manufacturing processes for composite material components allow for the creation of structures with a wide variety of geometric shapes. More complex structural shapes than those obtained with metal can thus be considered in order to utilize all available volume of the vehicle and thereby 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.

[0060] The composite material may comprise 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 (registered trademark), which offers greater impact resistance. The matrix may be an organic matrix, for example, epoxy resin, phenolic resin or a modified polyester. The matrix can also be a metallic matrix.

[0061] Figures 3 to 5 illustrate in perspective view the structure of the tank 4. The walls 14 and 21 are connected to each other by a first set of connecting elements 51 extending parallel to the X axis. Similarly, the walls 22G and 22D are connected to each other by a second set of connecting elements 52 extending parallel to the Y axis and the walls 23A and 23B are connected to each other by a third set of connecting elements 53 extending parallel to the Z axis.

[0062] The connecting elements 51, 52, 53 pass completely through the tank 4 between two opposing walls. The connecting elements act as tie rods, reinforcing the tank's strength: they are subjected to tensile stress when the energy fluid contained in the tank exerts pressure on the walls 14, 21, 22G, 22D, 23A, and 23B. The connecting elements 51, 52, 53 are arranged inside the shell of the tank 4 and not on its periphery.

[0063] According to one embodiment, the tank 4 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.

[0064] Preferably, each connecting element 51, 52, 53 is separate from the other connecting elements; that is, the connecting elements 51, 52, 53 are not in contact with each other and do not touch inside the tank. Thus, the tank 4 is not compartmentalized and the energy fluid can circulate easily within the tank 4.

[0065] The connecting elements 51, 52, 53 are hollow. In particular, the 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.

[0066] Figure 5 illustrates in more detail a connecting element 51, the other elements of The connecting elements are designed in a similar manner. 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.

[0067] 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 comprise a metal tube arranged inside a composite material structure.

[0068] The inner face 55 may be made of a different material than that forming the structure of the tank. The inner face 55 may, in particular, be equipped 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.

[0069] 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 51, 52, 53, the reservoir 4 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 5. The openings 56 can be used to attach various vehicle components, including the steering module 7.

[0070] To this end, the reservoir 4 may include 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. 5], all or part of the fastening interfaces 57 may include an insert for cooperating with a fastening screw 18, 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 connecting elements or be an additional element fitted against the inner face 55 of the connecting elements, for example, a plastic dowel. The insert may, for example, have a length of between 20 mm and 60 mm inclusive. The insert may be threaded or unthreaded. The insert thus provides a fastening means extending deep into the volume of the reservoir. Such a fastening method is particularly robust and allows for the fastening of heavy loads.

[0071] The steering module 7 can be attached to the tank 4 using two, three, or even more mounting interfaces to ensure a secure attachment. The steering module 7 can also be easily attached in different positions on the tank without modification.

[0072] According to one embodiment, the tank could be devoid of the connecting elements described above. The tank's strength could then be provided by the thickness of its walls, and possibly by the addition of other reinforcing inserts. The fixing screws for attaching the steering module could then be screwed directly into the thickness of the tank walls. The wall thickness and / or the length of the fixing screws would be adapted accordingly to ensure sufficient structural strength.

[0073] Finally, thanks to the invention, a vehicle equipped with a tank for an energy fluid and a steering module arranged in a particularly compact manner is provided. This arrangement offers additional protection to the steering module against impacts, making it easier to maintain a maneuverable vehicle in the event of an accident. The proposed arrangement is particularly compact, allowing ample space for passengers and / or for transporting objects within the vehicle while maintaining a significant driving range. The steering module can also be easily assembled to or disassembled from the tank, for example, for maintenance operations.

Claims

Demands

1. Arrangement for a motor vehicle comprising a tank (4) for storing an energy fluid and a steering module (7) for controlling and / or assisting the orientation of at least one steering wheel (3G, 3D) of the vehicle, the steering module (7) being fixed to the tank (4).

2. Arrangement according to the preceding claim, characterized in that the steering module (7) is positioned along a vertical wall (14) of the tank.

3. Arrangement according to any one of the preceding claims, characterized in that it comprises a fixing bracket (15) fixed, in particular screwed, on one side to the reservoir (4), and fixed, in particular screwed, on the other side to the steering module (7).

4. Arrangement according to claim 2 and according to claim 3, characterized in that the fixing tab (15) comprises a first arm (16) fixed against the vertical wall (14) of the tank and a second arm (17) fixed against an upper wall of the steering module.

5. An arrangement according to any one of the preceding claims, characterized in that the tank (4) comprises a rigid structure made of a composite material, and in that the steering module (7) is fixed to the tank by fixing screws penetrating into the structure of the tank.

6. An arrangement according to any one of the preceding claims, characterized in that the tank (4) comprises at least a first pair of opposing walls (14, 21, 22G, 22D, 23A, 23B) connected to each other by a first set of connecting elements (51, 52, 53) passing through the tank and extending parallel to a first axis (X, Y, Z), the tank comprising at least one fixing interface (57) arranged at one end of at least one connecting element, the steering module (7) being fixed to the tank (4) via at least one fixing interface (57).

7. An arrangement according to any one of the preceding claims, characterized in that it further comprises at least one longeron (32G, 32D), the tank (4) being fixed to at least one longeron, the steering module (7) being held relative to at least one longeron solely by means of the tank.

8. An arrangement according to any one of the preceding claims, characterized in that the steering module (7) comprises a housing (8), a rack (9) movable relative to the housing, at least one steering tie rod (10G, 10D), and an actuator (11) such as an electric motor configured to move the rack relative to the housing, the at least one steering tie rod comprising a first end connected to the rack and a second end intended to be connected to at least one steering wheel (3G, 3D) to control and / or assist the orientation of at least one steering wheel.

9. An arrangement according to any one of the preceding claims, characterized in that the reservoir (4) comprises at least one hollow (20G, 20D) forming a free volume intended to accommodate at least one steering wheel (3G, 3D) of the vehicle, and in that the steering module (7) is intended to be mechanically connected to at least one steering wheel to control and / or assist the orientation of at least one steering wheel.

10. Vehicle (1), in particular motor vehicle, characterized in that it comprises an arrangement according to one of the preceding claims.

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