FR3071874B1 - VENTILATION DEVICE FOR ATTACHING TO A HEAT EXCHANGE DEVICE OF A MOTOR VEHICLE - Google Patents

Abstract

The invention relates to a ventilation device (2) for a motor vehicle heat exchange module (10), comprising ducts (8) intended to be supplied with air flow by at least one air propulsion device. each duct (8) having at least one opening (16; 40) for ejecting an air flow (F1; F2) passing through said duct (8), substantially in the direction of a heat exchanger (1) the heat exchange module (10), the ventilation device (2) comprising means (102, 202, 204, 228, 214) for attaching to said heat exchanger (1).

Description

VENTILATION DEVICE FOR ATTACHMENT TO AUTOMOBILE VEHICLE CHAIR EXCHANGE DEVICE

The present invention relates to a ventilation device for a motor vehicle heat exchange module and a motor vehicle heat exchange module comprising such a ventilation device.

A motor vehicle heat exchanger generally comprises tubes, in which a coolant is intended to circulate, and heat exchange elements connected to these tubes, often referred to as "fins" or "spacers".

The fins allow to increase the exchange surface between the tubes and ambient air. However, in order to increase the heat exchange between the coolant and ambient air, it is common that a ventilation device is used in addition to generate a flow of air directed to the tubes and fins.

Such a ventilation device most often comprises a propeller fan, which has many disadvantages.

First, the assembly formed by the propeller fan and its motorization system occupies a large volume.

In addition, the distribution of the air vented by the propeller, often placed in the center of the row of heat pipes, is not homogeneous over the entire surface of the heat exchanger. In particular, certain regions of the heat exchanger, such as the ends of the heat pipes and the corners of the heat exchanger, are not or only slightly reached by the air flow ventilated by the propeller.

Finally, when the start of the ventilation device is not necessary, especially when the ambient air flow created by the movement of the motor vehicle is sufficient to cool the coolant, the blades of the propeller partially mask the air. 'heat exchanger. Thus, a portion of the heat exchanger is not or only slightly ventilated by the ambient air flow in this case, which limits the heat exchange between the heat exchanger and the ambient air flow.

Furthermore, it is known from German patent DE 10 2011 120 865 a motor vehicle having a ventilation device and a heat exchanger, the ventilation device being adapted to generate a flow of air through the heat exchanger. The ventilation device is adapted to create a secondary air flow from a primary flow emitted from one or more annular elements, the secondary air flow being much stronger than the primary air flow. According to this patent, the ventilation device is part of a cooling grid disposed on the front face of the motor vehicle.

In such a motor vehicle, each annular element is supplied with primary air flow by a single fan, disposed outside the annular element, via a duct opening punctually in the annular element. Consequently, the ejected air flow emitted by the annular element is not homogeneous on the contour of the annular element. On the contrary, the air flow emitted is all the more important as it is close to the fan. It follows the creation of a secondary air flow through the heat exchanger which is also inhomogeneous.

Finally, it is known from the application DE 10 2015 205 415 a ventilation device intended to generate an air flow through a heat exchanger comprising a hollow frame and at least one hollow spacer, dividing the surface delimited by the frame. cells. The frame and the spacer (s) are in fluid communication with a feed turbine engine in a flow of air. The turbomachine is disposed outside the frame. The frame and possibly the spacer or spacers are further provided with an ejection opening of the flow of air flowing through them.

Again, the ventilation device does not generate a homogeneous air flow through the heat exchanger. On the contrary, the air flow emitted by the device is all the more important that it is ejected from the ventilation device near the turbomachine.

The invention aims to provide an improved ventilation device does not have at least some of the aforementioned disadvantages.

For this purpose, the invention proposes a ventilation device for a motor vehicle heat exchange module, comprising ducts intended to be supplied with air flow by at least one air propulsion device, each duct having at least less an opening for ejecting an air flow passing through said duct, substantially in the direction of a heat exchanger of the heat exchange module, the ventilation device comprising fixing means to said heat exchanger.

Thus, advantageously, the ventilation device can be directly attached to the heat exchange device that it is intended to cool. This facilitates the integration of the ventilation device. This can also make it possible to produce a heat exchange module comprising the ventilation device and the heat exchanger on which the ventilation device is fixed. This optimizes the space requirement of the ventilation device and / or the heat exchange module.

Preferably, the ventilation device comprises one or more of the following features, taken alone or in combination:

the fixing means comprise tabs intended to be fixed by clamping on the heat exchanger,

each leg has a hole adapted to be traversed by a clamping screw of the ventilation device on the heat exchanger, at least one tab preferably having an oblong hole,

the tabs extend substantially parallel to said ducts,

the fastening means of said heat exchanger comprise at least one male relief of elastic casing on the heat exchanger and / or at least one female relief of elastic casing on the heat exchanger,

at least one air intake manifold, each duct opening at one of its ends into a separate orifice of the at least one air intake manifold, the ducts being intended to be supplied with a flow of air by said at least one air propulsion device, via the at least one air intake manifold, said at least one duct opening opening being distinct from the ends of the corresponding duct, said at least one opening being located at the outside of the at least one air intake manifold,

at least one air propulsion device in fluid communication with at least one of the air collectors,

each duct has, on at least one section, a geometric section comprising:

o a leading edge;

o a trailing edge opposite the leading edge;

a first and a second profile, each extending between the leading edge and the trailing edge, said at least one opening of the conduit being on the first profile, said at least one opening being configured so that the flow of ejected air flows along at least a portion of the first profile,

each duct has, on at least one section, a geometric section comprising:

o a leading edge;

o a trailing edge opposite the leading edge;

a first and a second profile, each extending between the leading edge and the trailing edge, at least one opening of the duct being configured on the first profile so that the flow of ejected air flows along at least a portion of the first profile and at least one opening of the duct being configured on the second profile so that the flow of ejected air flows along at least a portion of the second profile,

the ducts are substantially rectilinear tubes, aligned so as to form a row of tubes;

the opening is a slot in an outer wall of the duct, the slot extending in a direction of elongation of the duct, preferably on at least 90% of the duct length and / or the height of said at least one opening is greater than or equal to 0.5 mm, preferably greater than or equal to 0.7 mm, and / or less than or equal to 2 mm, preferably less than or equal to 1.5 mm;

said at least one opening of the first profile being delimited by an outer lip and an inner lip, an end of the inner lip extends, in the direction of the second profile, beyond a plane normal to the free end of the outer lip, the passage section then being defined as the portion of the section of the tube disposed between said end of the inner lip and the trailing edge, on the one hand, and between the first and second profiles, on the other hand;

the first profile comprises a curved portion whose apex defines the point of the first profile corresponding to the maximum distance, the curved portion being disposed downstream of the opening in the direction of flow of said air flow ejected by said at least one an opening ;

the first profile comprises a first substantially rectilinear portion, preferably downstream of the curved portion in the direction of flow of said air flow ejected by the at least one opening, in which the second profile comprises a substantially rectilinear part, extending preferably over a majority of the length of the second profile;

- The ventilation device comprises at least a first and a second ducts, the first profile of the first duct being vis-à-vis the first profile of the second duct;

- The ventilation device further comprises a third conduit, such that the second profile of the second conduit is vis-à-vis the second profile of the third conduit, the distance between the center of the geometric section of the second conduit and the center of the geometrical section of the third duct preferably being smaller than the distance between the center of the geometrical section of the first duct and the center of the geometrical section of the second duct; and

each duct is symmetrical with respect to the plane containing the leading edge and the trailing edge, so that each duct has two symmetrical openings, respectively on the first profile and on the second profile.

The invention also relates to a motor vehicle heat exchange module comprising:

a heat exchanger, the heat exchanger having a plurality of tubes, called heat-transfer tubes, in which a fluid is intended to circulate, and

- A ventilation device as described above, adapted to generate a flow of air to the heat pipes,

the heat exchanger and the ventilation device being fixed to one another.

The invention will be better understood on reading the description which follows, given solely by way of example and with reference to the drawings in which:

Figure 1 is an exploded perspective view of an example of a heat exchange module with a heat exchanger provided with a portion of a ventilation device;

Figure 2 is a schematic perspective view of the heat exchange module of Figure 1, with enlarged views of two details;

Figure 3 schematically illustrates in perspective another example of a heat exchange module, with enlarged views of two details;

Figures 4 and 5 schematically illustrate a detail of the heat exchange modules of Figures 1 to 3, seen in perspective and in longitudinal section, respectively;

Figures 6 to 10 show schematically examples of ventilation tubes that can be implemented in the heat exchange modules of Figures 1 to 3, seen in cross section.

In the various figures, the identical or similar elements, having an identical function or the like, bear the same references. The description of their structure and function is therefore not systematically repeated.

FIGS. 1 and 2 show a first example of a heat exchange module 10 with a heat exchanger 1 intended to equip a motor vehicle, associated with a ventilation device 2.

The heat exchanger 1 comprises heat-transfer ducts 4 in which a fluid is intended to circulate, in this case water or cooling liquid. Heat transfer ducts 4 are here substantially rectilinear and extend in a longitudinal direction. The heat-transfer ducts thus form heat-transfer tubes 4. The heat-transfer tubes 4 are parallel to each other and aligned so as to form a row. The heat pipes 4 are substantially all of the same length.

The heat-transfer ducts 4 each extend between a fluid intake manifold 5 and a fluid evacuation manifold 6, common to all the heat-transfer ducts 4. Preferably, the orifices of the fluid intake manifold 5, in which open the heat pipes 4 are all included in the same foreground. Likewise, the orifices of the fluid evacuation manifold 6 into which the heat transfer ducts 4 open are all included in one and the same second plane, preferably parallel to said first plane.

More particularly, and conventionally in motor vehicle heat exchangers, each heat transfer tube 4 has a substantially oblong cross section, and is delimited by first and second planar walls which are connected to heat exchange fins. For the sake of clarity, the fins are not shown in FIG.

The heat exchange module 10 also comprises a ventilation device 2 comprising a plurality of ventilation ducts 8. The ventilation ducts 8, in the same way as the heat-transfer ducts 4, are substantially rectilinear, so as to form tubes 8. The ventilation tubes 8 are further parallel to each other and aligned so as to form a row of ventilation tubes 8. The ventilation tubes 8 are also of the same length. The length of the ventilation tubes 8 is for example substantially equal to the length of the heat-transfer tubes 4.

The ventilation device 2 is intended to generate a flow of air towards the heat-transfer tubes 4.

The heat-transfer tubes 4 and the ventilation tubes 8 may all be parallel to each other, as illustrated in FIG. 1. Thus, the rows of ventilation tubes 8 and of heat-transfer tubes 4 are themselves parallel. In addition, the ventilation tubes 8 may be arranged so that each of them is opposite a heat-transfer tube 4.

The number of ventilation tubes 8 is adapted to the number of heat-transfer tubes 4.

For example, for a conventional heat exchanger 1, the ventilation device 2 may comprise, for example, at least ten ventilation tubes 8, preferably at least 15 ventilation tubes 8, more preferably at least twenty-four ventilation tubes 8 and / or at most fifty ventilation tubes 8, preferably at most thirty ventilation tubes 8, more preferably at most thirty ventilation tubes 8. The heat exchanger 1 may for example have between sixty and seventy heat transfer tubes 4.

The tubes and the number of ventilation tubes 8 of the ventilation device 2 may be such that a minimum air passage section between the tubes of the ventilation device, defined in a plane substantially perpendicular to the flow of air through the ventilation device. Heat exchanger 1 is between 25 and 50% of the surface, defined in a plane perpendicular to the flow of air through the heat exchanger, between two extreme heat transfer tubes.

Preferably, the front surface of the ventilation tubes 8, measured in a plane substantially perpendicular to the air flow passing through the heat exchanger 1, is less than 85% of the front surface occupied by the heat-transfer tubes 4.

The ventilation device 2 further comprises a supply device supplying air to the ventilation tubes 8, not visible in FIGS. 1 to 3, via an air intake manifold 12, preferably via two intake manifolds. air

12.

Moreover, in order to limit the volume occupied by the heat exchange module comprising the heat exchanger 1 and the ventilation device 2, while obtaining heat exchange performance similar to that of a ventilation device with a helix, the row of ventilation tubes 8 can be arranged at a distance less than or equal to 150 mm from the row of heat transfer tubes 4, preferably less than or equal to 100 mm. This distance is preferably greater than or equal to 5 mm, preferably greater than 40 mm. Indeed, a too short distance between the ventilation tubes 8 and the heat-transfer tubes 4 may not allow a homogeneous mixture of air flow ejected from the ventilation tubes 8 with the induced air flow. An inhomogeneous mixture does not allow homogeneous cooling of the heat transfer tubes 4 and induces high pressure losses. Too great a distance may not allow to set up the assembly formed by the ventilation device and the heat exchange device in a motor vehicle without requiring a suitable design of the power unit and / or other motor vehicle bodies present in the vicinity of the heat exchange module.

Moreover, here, the heat exchanger 1 and the ventilation device 2 are fixed together. To do this, here the ventilation device 2 comprises tabs 102 with a hole 104, the heat exchanger 1 having it threaded holes 106 arranged opposite the holes 104 in the tabs 102. The tabs 102 for example, extend from the air intake manifolds 12. The tapped holes 106 are for example made in the inlet and outlet manifolds 5, 6. It is thus possible to ensure the tightness of the ventilation device 2 and the heat exchanger 1 together, by means of clamping screws not shown, which are screwed through the holes 104 in the tabs 102, into the threaded holes 106.

As illustrated in Figure 2, the holes 104 in the tabs 102 are oblong. It is thus possible to adapt the same ventilation device 2 to different heat exchangers 1 whose holes 106 would not be exactly in the same places. Thus, one can develop a single reference ventilation device adaptable to different references of heat exchangers.

Moreover, in addition to the holes 104, 106, complementary reliefs 108, 110 are made on the ventilation device 2 and on the heat exchanger 1. Here, the lower tabs 102 form a male fitting relief 108 received tightly. in a complementary housing 110 formed, in the example illustrated in Figure 2, by the intake manifolds and fluid evacuation 5, 6. These complementary reliefs 108, 110 allow to ensure the relative positioning of the heat exchanger 1 and the ventilation device 2 before attaching them together.

In addition, the intake and fluid discharge manifolds 5, 6 of the heat exchanger 1 each form a hook 112 adapted to support a respective lower tab 102. These hooks 112, by their cooperation with the lower tabs 102, thus facilitate the relative positioning of the heat exchanger 1 and the ventilation device 2. These hooks 112 may for example be used as guides for the tabs 102, so that to ensure the relative positioning of the heat exchanger 1 and the ventilation device 2.

In the illustrated example, the heat exchanger 1 comprises two such hooks 112. According to one variant, the heat exchanger 1 comprises four such hooks 112.

Furthermore, in the example illustrated, the tabs 102 are formed on the ventilation device and the tapped holes 106 on the heat exchanger. According to one variant, the tabs are made on the heat exchanger and the tapped holes on the ventilation device. Legs may also be provided on both the ventilation device and on the heat exchanger, the fixing of the ventilation device on the heat exchanger being then achieved by clamping the tabs together.

FIG. 3 illustrates another variant 200. According to this variant 200, the ventilation device 2 comprises, in the upper part, two pins 202 extending here substantially parallel to the ventilation tubes 8. In the example shown, the two pins 202 extend from the air intake manifolds 12. On the manifolds 5, 6 of admission and discharge of fluid of the heat exchanger 1 are provided housing "U" 204 complementary to the pins 202. Here, the housing "U" 204 are adapted to receive the pins 202 by fitting in a direction parallel to the alignment direction of the ventilation tubes 8. The alignment direction of the ventilation tubes 8 is substantially vertical according to the example of Figure 3. The housing "U" 204 are for example adapted to receive the pins 202 by press fit. The housing "U" 204 may also be adapted to receive the pins 202 by elastic casing. In this case, the front wall 206 of the housing 204 can be elastically deformed at the insertion of the pin 202. It is advantageous in this case that the face of the front wall 206, facing the pin 202, has a protruding relief to ensure an anti-withdrawal function of the peg 202 out of the housing 204.

Furthermore, on the lower part of the heat exchanger 1, in particular on the manifolds 5, 6 of admission and discharge of fluid, there is provided a first fixing relief 208. This first forms first a tab 210 substantially flat and parallel to the plane defined by the heat-transfer tubes 4. This tab 210 has a hole 212.

The first attachment relief also defines a housing "U" 214, open frontally. A wall 216 of this "U" -shaped housing has a slot 218.

Finally, the first fixing relief 208 defines a hook 220 for guiding a second fixing relief 222, formed on the air intake manifolds 12 of the ventilation device 2.

This second attachment relief 222 firstly defines a substantially planar fixing lug 224 provided with a hole 226 intended to be disposed opposite the tapped hole 212 of the lug 210 of the first attachment relief 208.

This second attachment relief 222 also defines a tongue 228 folded in "U". This tongue 228 can thus be deformed, in particular elastically deformed, during insertion into the "U" -shaped housing 214. The insertion of the tongue 228 into the "U" -shaped housing can be guided by means of the hook 220 and the cooperation of a blade 230 defined by the second fixing relief 228, received in the slot 218 of the first fixing relief 208.

Moreover, to limit the volume occupied by the heat exchange module, it can be ensured that the height of the row of ventilation tubes 8 (the term height here refers to the dimension corresponding to the direction in which the ventilation tubes 8 are aligned) is substantially equal to or less than that of the height of the row of heat transfer tubes 4. For example, the height of the row of heat transfer tubes 4 being 431 mm, it can be ensured that the height the row of ventilation tubes 8 is substantially equal to or less than this value.

The air propulsion means implemented in the case of the ventilation device 2 are for example a turbomachine, supplying the two air intake manifolds 12, arranged at each end of the ventilation device 1. On the examples illustrated in FIGS. 1 to 3, a turbomachine is inserted inside each air intake manifold 12. In a variant, a turbomachine or several turbomachines, disposed outside the intake manifolds of 12, feeds each air intake manifold independently or, conversely, the two air intake manifolds collectively. In both cases, each air intake manifold 12 is provided with at least one port intended to put in fluid communication the turbine engine or turbomachines with the interior of the air intake manifolds 12. The ports are for example substantially in the middle of the air intake manifolds 12 and / or at one or each longitudinal end of each air intake manifold 12. Thus, a turbomachine disposed outside the manifolds of air air intake can feed a single intake manifold 12 and not two. Also, one or more turbomachines can be implemented to supply each air intake manifold 12 or all the air intake manifolds 12.

Each air intake manifold 12 may for example be tubular. In the embodiment of Figure 1, the air intake manifolds 12 extend in the same direction, which is here perpendicular to the elongation direction (or longitudinal direction) of the heat transfer tubes 4 and ventilation 8.

As can be seen in particular in Figure 1, the air intake manifold 12 comprises a plurality of air ejection orifices 14 each made at one end of a respective tubular portion, each ejection port air 14 being connected to a single ventilation tube 8, and more particularly to the end of the ventilation tube

8. Thus, each ventilation tube 8 opens into an orifice 14 separate from each manifold 12. Thus, each air manifold 12 has as many orifices 14 that it receives ventilation tubes 8, a ventilation tube 8 being received in each of the orifices 14 of the air collector 12. This allows a more homogeneous distribution of the air flow passing through each air collector 12, in the different ventilation tubes 8.

Each ventilation tube 8 has, according to the example of Figures 1 to 3, a plurality of openings 16 for passage of an air flow F2 through the tube 8 (Figure 10). The openings 16 of the ventilation tubes 8 are located outside the air collectors 12. More precisely, here, the openings 16 are oriented substantially in the direction of the heat exchanger 1, and more precisely still, substantially in the direction of the heat transfer tubes 4, the slots 16 being for example disposed vis-à-vis heat transfer tubes 4 or fins housed between the heat transfer tubes.

Moreover, the air collector (s) 12 and the ventilation tubes (8) are here configured so that an air flow passing through the at least one air collector (12) is distributed between the different ventilation tubes (8), flows through them. different ventilation tubes 8 and is ejected through the openings 16. Thus, the openings 16 being disposed opposite the heat exchanger 1, an air flow F2 is ejected through the openings 16, and passes through the heat exchanger. heat 1.

It should be noted, however, that the air flow Fl passing through the heat exchanger 1 may be substantially different from the air flow F2 ejected through the openings. In particular, the air flow Fl can comprise, in addition to the air flow F2, a flow of ambient air created by the movement of the motor vehicle running.

In the first example illustrated in FIG. 10, the ventilation tubes 8 have a substantially oblong cross-section interrupted by the openings 16.

The choice of this form allows an easy manufacture of the ventilation tubes 8 and gives good mechanical strength to the ventilation tubes 8. In particular, such ventilation tubes 8 can be obtained by folding an aluminum foil for example, but also by molding, overmolding, or by printing in three dimensions metal or plastic.

More specifically, in the first example shown in FIG. 10, the cross section of the ventilation tubes 8 has a substantially elliptical shape whose small axis corresponds to the height of the ventilation tubes 8 and the major axis to the width of the ventilation tubes. 8 (the terms height and width to be understood in relation to the orientation of Figure 4). For example, the small axis h of the ellipse is about 11 mm.

To increase the flow of air F2 ejected to the heat exchanger 1 through the openings 16, the openings 16 are constituted by slots in the wall 17 of the ventilation tube 8, these slots 16 extending in the direction This slot shape makes it possible to constitute a large air passage, while maintaining a satisfactory mechanical strength of the ventilation tubes 8. Thus, to obtain the largest air passage possible, the openings extend over a large part of the length of the ventilation tube 8, preferably over a total length corresponding to at least 90% of the length of the ventilation tube 8.

As can be seen in FIG. 10, the openings 16 are delimited by guide lips 18 protruding from the wall 17 of the ventilation tube 8.

Because they protrude from the wall 17 of each ventilation tube 8, the guide lips 18 guide the air ejected through the opening 16 from the inside of the ventilation tube 8 towards the heat exchanger 1.

The guide lips 18 are preferably flat and substantially parallel. For example, they are spaced from each other by a distance of about 5 mm and have a width (the term width to be considered in view of the orientation of Figure 4), between 2 and 5 mm. The guide lips 18 advantageously extend over the entire length of each opening 16.

The guide lips 18 are preferably integral with the ventilation tube 8. The guide lips 18 are for example obtained by folding the wall of the ventilation tube 8.

Moreover, the openings 16 are also delimited, in the direction of the length of the ventilation tubes 8, by reinforcing elements 20 of the ventilation tubes 8. The reinforcing elements 20 make it possible to maintain the width of the openings 16 constant. this is achieved because the reinforcing elements extend between the two guide lips 18 extending on either side of each opening 16. The reinforcing elements 20 preferably extend in a substantially normal plane the direction of elongation of the ventilation tubes 8, in order to maintain the greatest possible, the section of the openings 16 allowing the passage of the air flow F2. The reinforcing elements 20 are advantageously evenly distributed along the length of the ventilation tubes 8. In the example illustrated in FIG. 10, each ventilation tube 8 comprises seven reinforcing elements 20. Of course, this number is in no way limiting. .

According to non-illustrated variants, the cross section of the ventilation tubes 8 is substantially circular, interrupted by the openings 16. For example, the diameter of the circle interrupted by the openings 16 is about 11 mm.

In addition, in these variants, the guide lips 18 extend partly inside the ventilation tubes 8. Preferably, the guide lips 18 extend inside the ventilation tubes 8 on the half of their width. For example, the guide lips 18 having a width of 4 mm, the portion extending inside the ventilation tube 8 has a width of 2 mm.

According to yet another variant, each guide lip 18 is associated with an obstruction wall, which connects the end of the guide lip 18 extending inside the ventilation tubes 18, to the inner face of the wall 17 of the ventilation tube. This obstruction wall thus makes it possible to limit the phenomenon of recirculation of the air in the space between the guide lip 18 and the internal face of the wall 17 of the ventilation tube 8.

The obstruction wall 24 may for example be flat and extend from the guide lip 18, seen in cross section, perpendicular to the guide lip 18. The volume V contained between the obstruction wall and the face internal wall 17 of the ventilation tube can be filled with foam, a plastic or metal housing, or by means of any other material, preferably light.

Another example of ventilation tubes 8 will now be described in greater detail with reference to FIGS. 4 to 6. In what follows, the ventilation tubes 8 are called aerodynamic tubes 8. It may be noted here that the shape of the ventilation tubes 8 is a priori independent of the configuration of the air intake manifolds.

An aerodynamic tube 8 has on at least one portion, preferably over substantially its entire length, a cross section as illustrated in Figure 5 with a leading edge 37, a trailing edge 38 opposite the leading edge 37 and, here, disposed facing the heat pipes 4, and a first and a second profiles 42, 44, each extending between the leading edge 37 and the trailing edge 38. The leading edge 37 is for example defined as the point at the front of the section of the aerodynamic tube 8 where the radius of curvature of the section is minimal. The front of the section of the aerodynamic tube 8 can be defined as the portion of the section of the aerodynamic tube 8 which is opposite - that is to say which is not in front of - of the heat exchanger 1. Similarly, the trailing edge 38 may be defined as the point at the rear of the section of the aerodynamic tube 8 where the radius of curvature of the section is minimal. The rear of the section of the aerodynamic tube 8 can be defined for example as the portion of the section of the aerodynamic tube 8 which is opposite the heat exchanger 1.

The distance c between the leading edge 37 and the trailing edge 38 is for example between 16 mm and 26 mm. This distance is here measured in a direction perpendicular to the alignment direction of the row of aerodynamic tubes 8 and the longitudinal direction of the aerodynamic tubes 8

In the example of Figure 5, the leading edge 37 is free. In this figure also, the leading edge 37 is defined on a parabolic portion of the section of the aerodynamic tube 8.

The aerodynamic tube 8 illustrated in FIGS. 5 to 7 also comprises at least one opening 40 for ejecting a stream of air passing through the aerodynamic tube 8, outside the aerodynamic tube 8 and the air intake manifold 12, in particular substantially in the direction of the heat exchanger 1. The opening or each opening 40 is for example a slot in an outer wall 41 of the aerodynamic tube 8, the slot or slots extending for example in the direction of elongation of the tube aerodynamic 8 in which they are made. The total length of the opening 40 or openings may be greater than 90% of the length of the aerodynamic tube. Each opening 40 is distinct from the ends of the aerodynamic tube 8, through which the aerodynamic tube 8 opens into an air manifold 12. Each opening 40 is also outside the air intake manifold 12. The shape slot makes it possible to constitute a large air passage in the direction of the heat exchanger 1 without greatly reducing the mechanical strength of the aerodynamic tubes 8.

In the following only describes an opening 40 being understood that each opening 40 of the aerodynamic tube 8 may be identical to the opening 40 described.

The opening 40 is for example disposed near the leading edge 37. In the example of Figure 5, the opening 40 is on the first profile 42. In this example, the second profile 44 is devoid of opening 40. The opening 40 in the first profile 42 is configured so that the flow of air ejected through the opening 40 flows along at least a portion of the first profile 42.

The aerodynamic tubes 8 of the ventilation device 2 can be oriented alternately with the first profile 42 or the second profile 44 facing upwards. Thus, alternatively, two adjacent aerodynamic tubes 8 are such that their first profiles 42 are vis-à-vis or, conversely, their second profiles 44 are vis-à-vis. The distance between two aerodynamic tubes 8 neighbors whose second profiles 44 are vis-à-vis is less than the distance between two aerodynamic tubes 8 neighbors whose first profiles 42 are vis-à-vis. The pitch between two adjacent aerodynamic tubes or the distance between the center of the geometrical section of a first aerodynamic tube 8 and the center of the geometrical section of a second aerodynamic tube 8, such as the first profile 42 of the first aerodynamic tube 8 either vis-à-vis the first profile 42 of the second aerodynamic tube 8, measured in the direction of alignment of the aerodynamic tubes 8 is greater than or equal to 15 mm, preferably greater than or equal to 20 mm, and / or less or equal to 30 mm, preferably less than or equal to 25 mm.

For each pair of aerodynamic tubes 8 whose openings 40 are facing each other, the air flows ejected by these openings 40 thus create an air passage in which a part, called induced air, of the ambient air is entrained. by suction.

It should be noted here that the flow of air ejected through the openings 40 runs along at least part of the first profile 42 of the aerodynamic tube 8, for example by Coanda effect. Taking advantage of this phenomenon, it is possible, thanks to the entrainment of the ambient air in the created air passage, to obtain a flow of air sent to the heat pipes identical to that generated by a propeller fan. while consuming less energy.

Indeed, the air flow sent to the row of heat transfer tubes 4 is the sum of the air flow ejected by the slots and induced air. Thus, it is possible to implement a turbomachine of reduced power compared to a conventional propeller fan, generally implemented in the context of such a heat exchange module.

A first profile 42 having a Coanda surface also makes it possible not to have to orient the openings 40 directly towards the heat-transfer tubes 4, and thus to limit the size of the aerodynamic tubes 8. It is thus possible to maintain a passage section. more important between the aerodynamic tubes 8, which promotes the formation of a greater induced air flow.

The opening 40 is, in Figure 5, delimited by lips 40a, 40b. The spacing e between the lips 40a, 40b, which defines the height of the opening 40, may be greater than or equal to 0.3 mm, preferably greater than or equal to 0.5 mm, more preferably greater than or equal to 0.7 mm and / or less than 2 mm, preferably less than or equal to 1.5 mm, more preferably less than 0.9 mm, more preferably less than or equal to 0.7 mm. The height of the slot is the size of this slot in the direction perpendicular to its length. The lower the height of the slot 40, the greater the speed of the air flow ejected by this slot. A high speed of ejected airflow results in a high dynamic pressure. This dynamic pressure is then converted into static pressure in the mixing zone of the air flow ejected by the slot 40 and the induced air flow. This static pressure makes it possible to overcome the pressure losses due to the presence of the heat exchanger downstream of the ventilation device, in order to ensure a suitable flow of air through the heat exchanger. These pressure losses due to the heat exchanger vary in particular as a function of the heat pipe pitch and the pitch of the fins of the heat exchanger, as well as the number of heat exchange modules that can be superimposed. in the heat exchanger. However, a slot height too low induces high pressure losses in the ventilation device, which involves using an air propulsion device or several oversized (s). This can lead to additional cost and / or create a space incompatible with the space available in the vicinity of the heat exchange module in the motor vehicle.

The outer lip 40a here consists of the extension of the wall of the aerodynamic tube 8 defining the leading edge 37. The inner lip 40b is constituted by a curved portion 50 of the first profile 42 (see Figure 6). An end 51 of the inner lip 40b may extend, as shown in Figure 11, towards the second profile 44, beyond a plane L normal to the free end of the outer lip 40a. In other words, the end 51 of the inner lip 40b can extend, towards the leading edge 37, beyond the normal plane L at the free end of the outer lip 40a. The end 51 can then contribute to directing the flow of air flowing in the aerodynamic tube 8 towards the opening 40.

The opening 40 of the aerodynamic tube 8 can be configured so that an air flow E flowing in this aerodynamic tube 8 is ejected through this opening 40, by flowing along the first profile 42 substantially to the edge of leakage 38 of the aerodynamic tube 8. The flow of the airflow E along the first profile 42 may result from the Coanda effect. It is recalled that the Coanda effect is an aerodynamic phenomenon that results in the fact that a fluid flowing along a surface at a short distance from it tends to outcrop or even hang on it.

In addition, this flow of air E flowing along the first profile causes an induced air flow I in the passage 46 between two aerodynamic tubes 8, the induced air flow I corresponding to a portion of the flow of air. ambient air A sucked between the two aerodynamic tubes in response to the flow of air flow E along the first profile 42.

To do this, here the maximum distance h between the first 42 and the second 44 profiles, measured according to an alignment direction of the aerodynamic tubes 8, is downstream of the opening 40. The maximum distance h may be greater than 10 mm, preferably greater than 11 mm and / or less than 20 mm, preferably less than 15 mm. Here, by way of example, the maximum distance h is substantially equal to 11.5 mm. A height h too low can cause significant pressure losses in the aerodynamic tube 8 which could require to implement a turbomachine more powerful and therefore more voluminous. For the same value of the distance between the aerodynamic tubes 8, measured according to the direction of alignment of the aerodynamic tubes, a height h too large limits the passage section between the aerodynamic tubes for the induced air flow. The total air flow directed to the heat exchanger is then also reduced.

The first profile 42 here comprises a curved portion 50 whose apex defines the point of the first profile 42 corresponding to the maximum distance h. The curved portion 50 may be disposed downstream of the opening 40 in the direction of ejection of the air flow. In particular, the convex portion 50 may be contiguous with the inner lip 40b delimiting the opening 40.

Downstream of the curved portion 50 in the direction of ejection of said air flow through the opening 40, the first profile 42 of the aerodynamic tube 8 of the example of Figure 6 comprises a first portion 52 substantially straight. The second profile 44 comprises, in the example illustrated in FIG. 6, a substantially rectilinear portion 48, extending preferably over a majority of the length of the second profile 44. In the example of FIG. 6, the length 1 of the first rectilinear part 52, measured in a direction perpendicular to the longitudinal direction of the aerodynamic tube 8 and the alignment direction of the row of aerodynamic tubes, may be greater than or equal to 30 mm, preferably greater than or equal to 40 mm, and / or less than or equal to 50 mm. A relatively large length of this first rectilinear part is desired in particular for guiding the air flow ejected from the opening 40, which makes it possible to ensure greater suction of air. The length of this first rectilinear part is however limited because of the corresponding size of the ventilation device and its consequences on the packaging of the ventilation device or the heat exchange module.

In this case, the first rectilinear portion 52 of the first profile 42 and the straight portion 48 of the second profile 44 may form a non-flat angle Θ. The angle Θ thus formed may in particular be greater than or equal to 5 °, and / or less than or equal to 20 °, more preferably substantially equal to 10 °. This angle of the first rectilinear portion 52 with respect to the rectilinear portion 48 of the second profile 44 makes it possible to accentuate the expansion of the flow of air ejected by the opening 40 and undergoing the Coanda effect forcing it to follow the first profile 42 , this accentuated relaxation to increase the induced air flow. An angle Θ too great, however, may prevent the realization of the Coanda effect, so that the flow of air ejected through the opening 40 may not follow the first profile 42 and, therefore, not to be oriented correctly towards the heat exchanger 2.

The first profile 42 may comprise, as illustrated in FIG. 6, a second rectilinear portion 38a, downstream of the first straight portion 52, in the ejection direction of the air flow, the second straight portion 38a extending substantially parallel to the rectilinear portion 48 of the second profile 44. The first profile 42 may also include a third straight portion 54, downstream of the second straight portion 38a of the first profile 42. The third straight portion 54 may form a non-flat angle with the rectilinear portion 48 of the second profile 44. The third rectilinear portion 54 may extend, as illustrated, substantially to a rounded edge connecting the third rectilinear portion 54 of the first profile 42 and the straight portion 48 of the second profile 44. The edge rounded can define the trailing edge 38 of the cross section of the aerodynamic tube 8.

The rectilinear portion 48 of the second profile 44 extends in the example of Figure 6 over the majority of the length c of the cross section. This length c is measured in a direction perpendicular to the longitudinal direction of the aerodynamic tubes 8 and the alignment direction of the row of the aerodynamic tubes

8. This direction corresponds, in the example of Figure 11, substantially to the direction of the flow of the induced air flow. In this first exemplary embodiment, the length c of the cross section (or width of the aerodynamic tube 8) may be greater than or equal to 50 mm and / or less than or equal to 70 mm, preferably substantially equal to 60 mm. Indeed, the inventors have found that a relatively large length of the cross section of the aerodynamic tube makes it possible to more effectively guide the flow of air ejected through the opening 40 and the induced air flow, which mixes with this flow of air ejected. However, too great a length of the cross section of the aerodynamic tube 8 poses a problem of packaging of the ventilation device 2. In particular, the size of the heat exchange module can then be too large compared to the place that is available in the motor vehicle in which it is intended to be mounted. The packaging of the heat exchange module or the ventilation device can also be problematic in this case.

Moreover, as illustrated in FIG. 6, the second rectilinear portion 38a of the first profile 42 and the portion 38b of the rectilinear portion 48 of the second profile 44 facing it are parallel. For example, the distance f between this second rectilinear portion 38a and the portion 38b of the rectilinear portion 48 of the second profile 44 may be greater than or equal to 2 mm and / or less than or equal to 10 mm, preferably less than or equal to 5 mm. mm.

FIG. 6 further illustrates that the cross section (or geometrical section) of the aerodynamic tube 8 delimits a passage section S for the flow of air passing through the aerodynamic tube 8. This passage section S is here defined by the walls of the aerodynamic tube 8 and the segment extending in the alignment direction of the aerodynamic tubes 8 between the second profile 44 and the end of the end 51 of the inner lip 40b. This passage section may have an area greater than or equal to 150 mm ² , preferably greater than or equal to 200 mm ² , and / or less than or equal to 700 mm ² , preferably less than or equal to 650 mm ² . A passage section of the air flow in the aerodynamic tube 8 limits the pressure losses which would have the consequence of having to oversize the turbomachine used to obtain an air flow ejected by the desired opening 40. However, a large passage section induces a large size of the aerodynamic tube 8. Thus, with fixed pitch aerodynamic tubes, a larger passage section may affect the passage section of the induced air flow between the aerodynamic tubes 8 , thus not making it possible to obtain a satisfactory total flow of air directed towards the heat-transfer tubes 4.

In order to block as little as possible the flow of air towards the heat-transfer tubes 4 and the fins, the ventilation device 2 provided with such aerodynamic tubes 8 is advantageously arranged so that each aerodynamic tube 8 is vis-à-vis 4f of the front face connecting the first 4a and second 4b planar walls of a heat pipe 4 corresponding. More particularly, the trailing edge 38 of each aerodynamic tube 8 is included in the volume defined by the first and second longitudinal plane walls of the heat pipe 4 corresponding.

Preferably, the second rectilinear portion 38a of the first profile and the rectilinear portion 48 of the second profile 44 are respectively contained in the same plane as the first longitudinal plane wall and the second longitudinal plane wall of the heat pipe 4 corresponding.

In particular, the distance f between the second straight portion 38a of the first profile 42 and the portion 38b of the rectilinear portion 48 of the second profile 44 facing it is substantially equal to the distance separating the first longitudinal wall and the second longitudinal wall. heat transport tube 4 vis-à-vis which the aerodynamic tube 8 is disposed. For example, this distance f is greater than or equal to 2 mm and / or less than or equal to 10 mm, preferably less than or equal to 5 mm.

In other embodiments, the distance f between the second rectilinear portion 38a of the first profile 42 and the portion 38b of the rectilinear portion 48 of the second profile 44, which faces it, may, however, be less than the distance separating the first longitudinal wall and the second longitudinal wall of the heat transport tube vis-à-vis the aerodynamic tube 8 is disposed.

Two heat transfer tubes 4 may be contained in the volume defined by the air passage defined by two aerodynamic tubes 8 neighbors. However, it can be envisaged that a single heat-transfer tube 4, or three or four heat-transfer tubes 4 are contained in this volume. Conversely, it can be envisaged that an aerodynamic tube 8 is disposed opposite each heat-carrying tube 4.

In the examples of FIGS. 7, 8 and 9, the aerodynamic ducts 8 are substantially rectilinear, parallel to each other and aligned so as to form a row of aerodynamic tubes 8. However, the first and second profiles 42, 44 of each aerodynamic tube 8 are, according to these examples, symmetrical with respect to a plane CC, or rope plane, passing through the leading edge 37 and the trailing edge 38 of each aerodynamic tube 8.

As the first and second profiles 42, 44 are symmetrical, each of these profiles 42, 44 is provided with an opening 40. Thus, at least a first opening 40 is formed on the first profile 42, which is configured so that a the air flow exiting the first opening 42 flows along at least a portion of the first profile 42. Likewise, at least a second opening 40 is present on the second profile 44, which is configured so that a airflow exiting the second opening 40 flows along at least a portion of the second profile 44. As for the example of Figure 6, this can be achieved here by implementing the Coanda effect.

For the same reasons as those given for the example of FIG. 6, the distance c between the leading edge 37 and the trailing edge 38 can also, in these examples, be greater than or equal to 50 mm and / or lower. or equal to 80 mm.

In particular, the length c may be equal to 60 mm.

The openings 40 are similar to those of the example of FIG. 6. In particular, the distance e between the inner and outer lips 40b and 40a of each opening 40 may be greater than or equal to 0.3 mm, preferably greater than or equal to 0.5 mm, more preferably greater than or equal to 0.7 mm, and / or less than or equal to 2 mm, preferably less than or equal to 1.5 mm, more preferably less than or equal to 0.9 mm and more preferably still less than or equal to 0.7 mm.

The fact that the profiles 42, 44 are symmetrical with respect to the chord plane CC passing through the leading edge 37 and the trailing edge 38 of the aerodynamic tube 8 makes it possible to limit the obstruction to the air flow between the device of FIG. ventilation 2 and the heat pipes 4, while creating more air passages in the volume available in front of the heat pipes 4.

In other words, unlike the embodiment of Figure 6, an air passage leading to the ambient air is created between each pair of aerodynamic tubes 8 neighbors, made according to one of Figures 7 to 9.

The pitch between two adjacent aerodynamic tubes 8 may, in this case, be greater than or equal to 15 mm, preferably greater than or equal to 20 mm, more preferably greater than or equal to 23 mm and / or less than or equal to 30 mm, preferably less than or equal to 25 mm, more preferably less than or equal to 27 mm. Indeed, if the pitch between the aerodynamic tubes 8 is lower, the induced air flow is limited by a passage section between the weak aerodynamic tubes. On the contrary, if the pitch is too large, the ejected airflow does not create an induced air flow over the entire pitch between the neighboring aerodynamic tubes.

The pitch between two adjacent aerodynamic tubes 8 can in particular be defined as the distance between the center of the cross section of two adjacent aerodynamic tubes 8 or, more generally, as the distance between a reference point on a first aerodynamic tube 8 and the point corresponding to the reference point, on the nearest aerodynamic tube 8. The reference point may especially be one of the leading edge 37, the trailing edge 38 or the top of the curved portion 50.

The distance between the aerodynamic tubes 8 and the heat-transfer tubes 4 can in particular be chosen greater than or equal to 5 mm, preferably greater than or equal to 40 mm, and / or less than or equal to 150 mm, preferably less than or equal to 100 mm. . Indeed, the peak speed of the air velocity profile in the vicinity of the profile, tends to be reduced by departing from the opening 40 in the aerodynamic tube. An absence of peak reflects a homogeneous mixture of the air flow ejected by the opening 40 and the induced air flow. It is preferable that such a homogeneous mixture is made before the airflow reaches the aerodynamic tubes. Indeed, a flow of air incident on the heat transfer tubes, heterogeneous, does not allow optimal cooling of the heat pipes and induces greater pressure losses. However, the distance between the aerodynamic tubes and the heat transfer tubes is preferably contained to limit the size of the cooling module.

In the example illustrated in FIG. 9, the first and second profiles 42, 44 of the aerodynamic tube 8 converge towards the trailing edge 38 so that the distance separating the first and second profiles 42, 44 decreases strictly towards the leak 38 from a point of these first and second profiles 42, 44 corresponding to the maximum distance h between these two profiles, these points of the first and second profiles 42, 44 being downstream of the openings 40 in the direction of flow the flow of air ejected through the opening 40. Preferably, the first and second profiles 42, 44 each form an angle of between 5 and 10 ° with the symmetry rope CC of the cross section of the aerodynamic tube 8.

As a result, contrary to the example of FIG. 6, the aerodynamic profile of FIG. 7 does not comprise a portion delimited by first and second parallel opposed plane walls. This has the advantage of limiting the drag along the aerodynamic profile of the aerodynamic tube 8.

For example, the maximum distance h between the first profile 42 and the second profile 44 may be greater than or equal to 10 mm and / or less than or equal to 30 mm. In particular, this maximum distance h can be equal to 11.5 mm.

In the example illustrated in FIG. 8, the trailing edge 38 is formed by the apex joining two straight symmetrical portions 60 of the first profile 42 and the second profile 44 of each aerodynamic tube 8. According to the variant of FIG. trailing edge 38 is the point of the cross section of the aerodynamic tube 8 located closest to the heat exchanger. In other words, the angle formed by the two rectilinear portions 60 is less than 180 °, especially less than 90 °.

On the contrary, in the variant of Figure 9, the trailing edge 38 is disposed between the two straight portions 38a, 38b of the first and second profiles 42, 44. In other words, the angle formed by the rectilinear portions 60 is here greater than 90 °, in particular greater than 180 °.

The invention is not limited to the exemplary embodiments presented and other embodiments will become clear to those skilled in the art. In particular, the different examples can be combined, as long as they are not contradictory.

Moreover, each air collector 12 may be in fluid communication with one or more clean turbomachines (ie which are in fluid communication only with one of the two air collectors 12) or, conversely, the air manifolds 12 may be in fluid communication with one or more common turbomachines (i.e., each turbine engine is in fluid communication with each of the manifolds 12).

These turbomachines can be deported outside the air collectors 12.

In this case, each air manifold 12 advantageously has a hollow shape, for example a substantially cylindrical shape, more particularly still substantially cylindrical rectilinear axis. In addition to the orifices 14 in which the ventilation tubes 8 open, at their ends, each air manifold 12 still has one or more mouths intended to be in fluid communication with a turbomachine to create an air flow in each manifold 12 Each manifold 12 then makes it possible to distribute this flow of air in the different ventilation tubes 8. According to different variants,

Advantageously, each air manifold 12 is devoid of any other opening than the orifices 14 and the aforementioned mouths or mouths. In particular, the collector 12 is preferably devoid of an opening directed towards the heat exchanger 1, which in this case would make it possible to eject a part of the air flow passing through the air collector 12, directly in the direction of the heat exchanger 1, without traversing at least a portion of a ventilation tube 8. Thus, all the air flow created by the turbine engine or turbomachines traversing the or the air collectors 12, is distributed between substantially all ventilation tubes 8. This also allows a more homogeneous distribution of this air flow.

Claims (9)

1. Ventilation device (2) for a motor vehicle heat exchange module (10), comprising ducts (8) intended to be supplied with air flow by at least one air propulsion device, each duct (8) having at least one opening (16; 40) for ejecting an air flow (F1; F2) passing through said duct (8), substantially in the direction of a heat exchanger (1) of the module heat exchanger (10), the ventilation device (2) comprising means (102, 202, 204, 228, 214) for fixing to said heat exchanger (1), which means furthermore comprise tabs ( 102) for clamping on the heat exchanger (1). 2. Ventilation device according to claim 1, wherein each tab (102) has a hole (104) adapted to be traversed by a clamping screw of the ventilation device (2) on the heat exchanger (1), at at least one tab (102) preferably having an oblong hole (104). 3. Ventilation device according to claim 1 or 2, wherein the tabs (102) extend substantially parallel to said ducts (8). 4. Ventilation device according to any one of the preceding claims, the fixing means to said heat exchanger (1) comprise at least one male relief (202) of elastic casing on the heat exchanger (1) and / or at least one female relief (204) of elastic casing on the heat exchanger (1). 5. Ventilation device according to any one of the preceding claims, comprising at least one air intake manifold (12), each duct (8) opening through one of its ends in a separate orifice of at least one manifold d air intake (12), the ducts (8) being intended to be supplied with a flow of air by said at least one air propulsion device via the at least one air intake manifold ( 12), said at least one opening (16; 40) for ejecting the ducts (8) being distinct from the ends of the corresponding duct (8), said at least one opening (16; 40) being located on the outside of the duct (8); minus an air intake manifold (12). 6. Ventilation device according to any one of the preceding claims, comprising at least one air propulsion device in fluid communication with at least one of the air collectors (12). 7. Ventilation device according to any one of the preceding claims, wherein each duct (8) has, on at least one section, a geometric section comprising: a leading edge (37); - a trailing edge (38) opposite to the leading edge (37); first and second profiles (42; 44), each extending between the leading edge (37) and the trailing edge (38), said at least one opening (40) of the conduit (8) being on the first profile (42), said at least one aperture (40) being configured such that the ejected airflow (F) flows along at least a portion of the first profile (42). 8. Ventilation device according to any one of the preceding claims, wherein each duct (8) has, on at least one section, a geometric section comprising: a leading edge (37); - an opposite trailing edge (38) to the leading edge (37); first and second profiles (42; 44), each extending between the leading edge (37) and the trailing edge (38), at least one opening (40) of the conduit (8) being configured on the first profile (42) so that the flow of ejected air flows along at least a portion of the first profile (42) and at least one opening (40) of the conduit (8) being configured on the second profile (44) so that the ejected airflow flows along at least a portion of the second profile (44). Motor vehicle heat exchange module (10; 200) comprising: - a heat exchanger (1), the heat exchanger (1) having a plurality of tubes (4), said heat-transfer tubes, in which a fluid is intended to circulate, and - A ventilation device (2) according to any one of the preceding claims, adapted to generate a flow of air to the heat-transfer tubes (4), the heat exchanger (1) and the ventilation device (2) being fixed to each other.