FR3100584A1 - VENTILATION DEVICE FOR MOTOR VEHICLE COOLING MODULE - Google Patents

Abstract

A ventilation device (23) for a cooling module (22) of a motor vehicle (10), comprising a propeller (32) adapted to create an air flow (F), a structure (34) having a housing (30) for receiving the propeller (32) and at least one opening (80) in the structure (34), separate from the housing (30) for receiving the propeller (32), at least one pivoting flap (78), constrained elastically in rotation towards a position of closing the opening (80) in the structure (34). Figure for the abstract: Fig. 6

Description

VENTILATION DEVICE FOR MOTOR VEHICLE COOLING MODULE

The invention relates to a ventilation device for a cooling module for a motor vehicle, in particular an electric one. The invention also relates to such a cooling module and to a motor vehicle, in particular electric, provided with such a cooling module.

A cooling module (or heat exchange module) of a motor vehicle conventionally comprises at least one heat exchanger and a ventilation device adapted to generate an air flow in contact with the at least one heat exchanger. The ventilation device thus makes it possible, for example, to generate a flow of air in contact with the heat exchanger, when the vehicle is stationary.

In motor vehicles with conventional heat engines, the at least one heat exchanger is substantially square in shape, the ventilation device then being a propeller fan whose diameter is substantially equal to the side of the square formed by the heat exchanger.

Conventionally, the heat exchanger is then placed facing at least two cooling bays, formed in the front face of the motor vehicle body. A first cooling bay is located above the bumper while a second bay is located below the bumper. Such a configuration is preferred because the heat engine must also be supplied with air, the air intake of the engine being conventionally located in the passage of the air flow passing through the upper cooling bay.

However, electric vehicles are preferably provided only with cooling bays located under the bumper, more preferably with a single cooling bay located under the bumper.

Indeed, the electric motor does not need to be supplied with air. And the reduction in the number of cooling bays improves the aerodynamic characteristics of the electric vehicle. This also translates into better autonomy and a higher top speed of the motor vehicle.

Under these conditions, the implementation of a conventional cooling module appears unsatisfactory. Indeed, a large part of the heat exchangers are no longer properly cooled by the airflow coming only from the lower cooling bay(s).

In addition, at high vehicle speed, the propeller is no longer suitable for creating the airflow. The speed of the vehicle may then be sufficient to create the air flow. However, this must pass through the ventilation device. As a result, the air flow is restricted, which affects the cooling of the heat exchangers.

An object of the invention is to provide a ventilation device for a motor vehicle cooling module, preferably an electric motor vehicle, which does not have at least some of the aforementioned drawbacks.

To this end, a ventilation device for a motor vehicle cooling module is proposed, comprising:
- a propeller adapted to create an air flow;
- A structure having a housing for receiving the propeller and at least one opening in the structure, separate from the housing for receiving the propeller;
- At least one pivoting flap, elastically constrained in rotation towards a closing position of the opening in the structure.

Thus, advantageously, at high vehicle speed, the flap(s) pivot(s) to allow the flow of air to pass through the opening through the structure. The part of the airflow passing through the opening is much greater than that passing through the receiving housing of the propeller. In other words, the part of the airflow passing through the opening bypasses the propeller.

Preferably, the cooling device comprises one or more of the following characteristics, taken alone or in combination:
- the propeller is configured to create a flow of air flowing in a direction substantially parallel to the axis of rotation of the propeller;
- The structure is substantially planar, extending perpendicularly to the axis of rotation of the propeller;
- the propeller is a tangential propeller configured to create an air flow flowing in a direction substantially perpendicular to the axis of rotation of the propeller;
- the structure forms a volute for receiving the tangential helix;
- the structure also forms an airflow guide wall upstream of the tangential helix, the opening being made through the airflow guide wall;
- the at least one flap extends along a main direction of extension, the main direction of extension being substantially parallel to the axis of rotation of the tangential helix;
- the at least one flap extends along a main direction of extension, the main direction of extension being substantially perpendicular to the axis of rotation of the tangential helix; And
- the axis of rotation of the at least one flap is parallel or perpendicular to the main direction of extension of the at least one flap.

According to another aspect, a cooling module is proposed Cooling module for a motor vehicle, in particular for a motor vehicle with an electric motor, comprising at least one heat exchanger and at least one ventilation device as described above in all its combinations, able to create an air flow in contact with at least one heat exchanger.

Preferably, the cooling module further comprises an air inlet piece shaped to cause an air flow to enter the module and to guide said air flow at least as far as said at least one heat exchanger.

According to yet another aspect, a vehicle is described, preferably with an electric motor, comprising a body, a bumper and a cooling module as described above, in all its combinations, the body defining at least one bay cooling arranged under the bumper, the cooling module being arranged opposite the at least one cooling bay.

Other characteristics, details and advantages of the invention will appear on reading the description which follows. This is purely illustrative and should be read in conjunction with the accompanying drawings on which:

schematically represents the front part of a motor vehicle, seen from the side.

is a perspective view of part of the front face of FIG. 1, comprising a cooling module according to one embodiment.

is a perspective view of the cooling module of Figure 2.

is a side view of the module of Figure 3.

is a partially exploded perspective view of the module of Figure 3.

is a perspective view of the ventilation device of the cooling module of Figures 2 to 5.

is a view of the ventilation device of Figure 6, from an opposite perspective.

illustrates a second example of a ventilation device that can be implemented in the cooling module of Figures 2 to 5.

Description of embodiments

In the rest of the description, identical elements or identical functions bear the same reference sign. For the sake of conciseness of this description, these elements are not described in detail in each embodiment. On the contrary, only the differences between the variant embodiments are described in detail.

It is noted that, in the illustrated embodiment, the turbomachine operates in suction mode, that is to say that it sucks in the ambient air to bring it into contact with the various heat exchangers, as will be detailed. Alternatively, however, each turbomachine works by blowing, blowing air to the various heat exchangers.

FIG. 1 schematically illustrates the front part of a motor vehicle 10 which may comprise a motor 12, here an electric motor 12. The vehicle 10 notably comprises a body 14 and a bumper 16 carried by a chassis (not shown) of the motor vehicle 10. The body 14 defines a cooling bay 18, that is to say an opening through the body 14. The cooling bay 18 is unique here. This cooling bay 18 is located in the lower part of the front face 14a of the bodywork 14. In the example illustrated, the cooling bay 18 is located under the bumper 16. A grid 20 can be placed in the cooling bay. cooling 18 to prevent projectiles from passing through the cooling bay 18. A cooling module 22 is arranged opposite the cooling bay 18. The grid 20 notably makes it possible to protect this cooling module 22.

In the figures, a first direction, denoted X, corresponds to a longitudinal direction of the vehicle. It also corresponds to the direction of travel of the vehicle. A second direction, denoted Y, is a lateral or transverse direction. The X and Y directions are preferably horizontal. Finally, a third direction, denoted Z, is vertical. The directions, X, Y, Z are orthogonal two by two.

The cooling module 22 includes at least one heat exchanger. In the figures, the ventilation device 1 comprises three heat exchangers 24, 26, 28. It could however comprise more or less depending on the desired configuration.

In the embodiment illustrated in FIGS. 2 to 5, each of the heat exchangers 24, 26, 28 has a general parallelepipedal shape determined by a length, a thickness and a height. The length extends along the Y direction, the thickness along the X direction, and the height in the Z direction.

The cooling module 22 also comprises at least one ventilation device, here a tangential fan 23, also called tangential turbomachine below, which draws in an air flow F intended for the heat exchangers 24, 26, 28. On the embodiment illustrated in Figures 2 to 5, the cooling module 22 comprises a turbine engine 30. The cooling module may however comprise several turbine engines 30 which can be arranged in various configurations (not described in this application).

The tangential turbomachine 30 comprises a rotor or turbine 32, consisting here of a tangential propeller or paddle wheel. The turbine 32 has a substantially cylindrical shape. The turbine 32 advantageously comprises several stages of blades 33 (or vanes), as can be seen in particular in FIG. 6. The turbine 32 is rotatably mounted around an axis of rotation A, for example parallel to the direction Y. The turbine 32, as a tangential propeller, is adapted to create an air flow flowing in a direction substantially perpendicular to the axis A32 of rotation of the turbine 32.

The turbomachine 30 is housed in a housing 34 comprising an outlet 36 forming the air outlet of the module 22. In this case, the housing 34 forms a housing 35 for receiving the rotor 32 of the turbomachine 28. The housing 35 here takes the form shape of the volute of the turbomachine 28.

As also apparent from Figures 2 to 5, the cooling module 22 comprises an air inlet part 38 shaped to bring an air flow F into the module 22 and to guide said air flow F at least to heat exchangers 24, 26 and 28.

The cooling module 22 also includes a casing or shroud 40 forming an internal air channel. The fairing 40 makes it possible to house at least the heat exchangers 24, 26, 28.

The entry part 38 is integral with the fairing 40 and the housing 34. The entry part 38 and the fairing 40 could also form a single single part.

Entry Exhibit 38 is now detailed.

As shown in Figures 2-4, inlet 38 includes inlet 42. Inlet 42 forms the inlet to cooling module 22.

The inlet part 38 also includes a wall 44 for guiding air. The wall 44 is shaped to guide the air flow F between the air inlet 42 and the heat exchangers 24, 26, 28.

The air inlet 42 is arranged in the cooling bay 18, preferably being hermetically connected to the calender Cal.

The air inlet 42 is advantageously fitted with a grille 46 for protecting the exchangers. The grille can be fitted with movable or fixed mounted shutters.

The guide wall 44 is composed of an upper wall 48, a lower wall 50 and two side walls 52 extending between the air intake 42 and the fairing 40.

The set of upper 48, lower 50 and side 52 walls ensures that the guide wall 44 forms a sealed channel between the air intake 42 and the fairing 40.

As particularly visible in Figure 5, the guide wall 48 has a convergent shape in a horizontal plane (X, Y) from the air inlet 42 to the exchangers 24, 26, 28.

In other words, a length L1 of the upper wall 48 at the level of the air intake 42 is greater than a length L2 of the upper wall 48 at the level of the fairing 40.

Similarly, a length L1 of the lower wall 50 at the level of the air inlet 42 is greater than a length L2 of the lower wall 50 at the level of the fairing 40.

The length L1 corresponds to the length of the air intake 42, while the length L2 corresponds to the length of the fairing 40.

As particularly visible in Figure 4, the guide wall has a divergent shape in a vertical plane (X, Z) from the air inlet 42 to the heat exchangers 24, 26, 28.

In other words, a height H1 of the side walls 52 at the level of the air inlet 42 is less than a height H2 of the side walls 52 at the level of the fairing 40.

This convergent-divergent configuration ensures that the inlet part 38 constitutes an adaptive interface between the air inlet 42 and the fairing 40. Thus, thanks to the inlet part 38, one can provide a large air inlet and smaller exchangers, without increasing pressure drops.

Reference is now made to certain dimensions of the cooling module 22, illustrated in Figures 3 and 4.

The depth P of the inlet part 38 corresponds to the distance (in the X direction) between the air inlet 42 and the fairing 40. Advantageously, the depth P is between 10 cm and 30 cm, in particular between 15 cm and 20 cm, preferably between 18.1 cm and 18.5 cm.

The fairing has a depth P′ (in the X direction) of between 10 cm and 20 cm, advantageously between 10 cm and 15 cm, preferably between 13.5 cm and 14 cm.

The box 34 has a depth P'' of between 10 cm and 20 cm, advantageously between 15 cm and 20 cm, preferably between 15.5 cm and 16 cm. A maximum height H'' of the box 48 is between 25 cm and 35 cm, advantageously between 28 cm and 32 cm, preferably of the order of 30 cm.

The length L2 for its part is between 65 cm and 75 cm, advantageously between 65 cm and 70 cm, preferably between 66 cm and 67 cm.

It is noted that the fairing 40 comprises cavities 54-1, 54-2, 56-1, 56-2, 58-1, 58-2 associated two by two respectively with the heat exchanger 24, 26, 28. The cavities make it possible to improve the sealing of the module 22 and to maintain each exchanger in position in the fairing 40.

It is also noted that the outlet 36 of the housing 48 is advantageously provided with a grid 76, in order to protect the module 22 against projectiles which, without the grid, could reach the turbomachine 30 or the heat exchangers 24, 26, 28.

As more particularly visible in Figures 4, 6 and 7, the ventilation device 23 may include a device for opening and / or closing an opening 80 through a wall of the housing 34. Here, this device is presented as the form of a plurality of flaps 78 pivotally mounted between an open position and a closed position. The open position is particularly advantageous at high vehicle speed, when the turbomachine 28 is stationary, to allow the airflow created by the moving vehicle to pass directly through the opening 80, without passing through the volute 35 of the turbomachine 30. The closed position is advantageous at low vehicle speed, when the turbomachine is operating to create the airflow. In this closed position, the flaps 78 are aligned to form a surface 82 for guiding the air flow towards the volute 35 of the turbomachine 30.

On the embodiment illustrated in Figures 2 to 7, the flaps 78 are mounted parallel to the axis of rotation A of the rotor 32. In other words, the flaps 78 have an elongated shape, extending in a main direction of extension, parallel to the axis A of rotation of the rotor 30.

Nevertheless, the flaps 78 can also be arranged perpendicular to the axis A of rotation of the rotor 32. In this case, the main direction of extension of the flaps 78 is perpendicular to the axis A of rotation of the rotor 32.

The number of flaps 78 is also not limiting. In particular, a single flap may be provided or more than two flaps 78 may be provided.

The housing 34 here defines an inlet surface S substantially normal to the incoming air flow F. The surface S is here vertical. The surface S is parallel to the heat exchangers 24, 26, 28.

In the closed position, the flaps 78 are arranged in the plane of the surface 82 forming a non-zero angle α, in longitudinal section, with the inlet surface S of the ventilation device. The angle α is for example between 5 and 20°. This angle α ensures a more homogeneous distribution of the air on the heat exchangers 24, 26, 28.

Here, advantageously, the flaps 78 are passive. In other words, the ventilation device 23 here has no actuator to control the pivoting of the flaps. Here, the pivoting of the flaps 78 is controlled directly by the air flow created in the vicinity of the flaps 78. Indeed, the flaps 78 are here elastically constrained in rotation around their axis of rotation A78, towards the closed position of the opening 80. For example, one or more spiral springs is/are functionally interposed between each flap 78 and the housing 34 to elastically constrain the associated flap 78 towards its closing position of the opening 80. When the pressure of the flow created becomes greater than a threshold value, the flow pushes on the flap or flaps 78 by compensating for the force of the constraint spring or springs. In doing so, the flow opens the opening or openings 80. The flow is thus diverted from the turbomachine 28. The pressure drops of the air flow are thus reduced.

It should be noted here that the surface 82 is inclined to allow a more homogeneous distribution of the air flow created by the turbomachine 28. However, due to this inclination of the surface 82, a simple constraint of the flaps by their weight, n is not satisfactory. Indeed, such a constraint only makes it possible to close vertical openings. The realization of vertical opening in the surface 82 inclined with respect to the vertical, requires to form reliefs on the surface 82 which harms its function of improving the distribution of the flow of air created by the turbomachine 28, in the vicinity heat exchangers 24, 26, 28. These reliefs in fact create disturbances in the flow of air in the vicinity of the guide surface 82.

In the example illustrated in Figures 4, 6 and 7, the axis A78 of rotation of the flaps 78 is substantially parallel to the axis A of rotation of the turbine 32. Alternatively, however, the axis A78 of rotation of the flaps 78 is substantially perpendicular to the axis A of rotation of the turbine 32.

Figure 8 illustrates a second example of a cooling device 23 that can be implemented in the cooling module 22.

According to this second example, the cooling device 23 comprises a structure 34 (or frame), substantially planar. Here, this structure 34 is intended to extend in a plane substantially parallel to the extension planes of the heat exchangers 24, 26, 28.

The structure 34 has a first opening 30 forming a housing for receiving a propeller 32. The propeller 32 is here adapted to create an air flow F oriented substantially in the direction of the axis A of rotation of the propeller 32 Thus, the direction of the axis A of rotation of the propeller 32 is advantageously normal to the plane of the structure 34.

The structure 34 is provided with various openings passing through the structure. Flaps 78, elastically constrained in the closed position, are associated with these openings, to selectively open or close these openings, depending on the flow of air reaching the flaps 78. The flaps 78 are identical to the flaps described in the context of the first example, facing figures 4, 6 and 7.

The present invention is not limited to the examples described above but is on the contrary susceptible to numerous variants accessible to those skilled in the art.

For example, in the examples illustrated, each flap is pivotally mounted about an axis arranged in the vicinity of one side of the flap in question. Alternatively, however, the axis of rotation of the flap or flaps substantially corresponds to a median axis of the flap or flaps.

Claims (12)

Ventilation device (23) for a cooling module (22) of a motor vehicle (10), comprising:
- a propeller (32) adapted to create an air flow (F);
- a structure (34) having a housing (30) for receiving the propeller (32) and at least one opening (80) in the structure (34), separate from the housing (30) for receiving the propeller (32) );
- at least one pivoting flap (78), elastically constrained in rotation towards a position for closing the opening (80) in the structure (34). Ventilation device according to claim 1, the propeller (32) being configured to create a flow of air (F) flowing in a direction substantially parallel to the axis (A) of rotation of the propeller (32) . Ventilation device according to claim 2, in which the structure (34) is substantially planar, extending perpendicular to the axis (A) of rotation of the propeller (32). Ventilation device according to claim 1, the propeller (32) being a tangential propeller configured to create a flow of air (F) flowing in a direction substantially perpendicular to the axis (A) of rotation of the propeller (32). Ventilation device according to claim 4, in which the structure (34) forms a volute (30) for receiving the tangential helix (32). Ventilation device according to Claim 4 or 5, in which the structure (34) also forms a wall (82) for guiding the air flow upstream of the tangential helix (32), the opening (80) being made through the guide wall (82) of the air flow (F). Ventilation device according to one of Claims 4 to 6, in which the at least one flap (78) extends along a main direction of extension, the main direction of extension being substantially parallel to the axis (A) of rotation of the tangential helix (32). Ventilation device according to one of Claims 4 to 6, in which the at least one flap (78) extends along a main direction of extension, the main direction of extension being substantially perpendicular to the axis (A) of rotation of the tangential helix (32). Ventilation device according to Claim 7 or 8, in which the axis (A78) of rotation of the at least one flap (78) is parallel or perpendicular to the main direction of extension of the at least one flap (78). Cooling module (22) for a motor vehicle (10), in particular for a motor vehicle with an electric motor, comprising at least one heat exchanger (24, 26, 28) and at least one ventilation device (23) according to any of claims 1 to 9, capable of creating an air flow (F) in contact with the at least one heat exchanger (24, 26, 28). Cooling module (22) according to claim 10, further comprising an air inlet piece (38) shaped to introduce a flow of air (F) into the module and to guide said flow of air (F ) at least as far as said at least one heat exchanger (24, 26, 28). Motor vehicle, preferably with an electric motor, comprising a body (14), a bumper (16) and a cooling module (22) according to claim 10 or 11, the body (14) defining at least one cooling bay (18) arranged under the bumper, the cooling module (22) being arranged opposite the at least one cooling bay (18).