FR3114050A1 - Heat exchange module and corresponding motor vehicle - Google Patents

Abstract

Heat exchange module and corresponding motor vehicle The invention relates to a heat exchange module (22) for a motor vehicle, comprising a box (32) having a first air inlet (35a) and an air outlet (40 ), at least a first (24) and a second (26) heat exchanger, and a ventilation device configured to set in motion a first flow of air (F1) intended to pass through the heat exchangers (24, 26). According to the invention, the box (32) has at least one additional air inlet (35b) arranged between the two heat exchangers (24, 26). The ventilation device is configured to set in motion a second air flow (F2) intended to enter through the additional air inlet (35b) and cross the second heat exchanger (26). Said module (22) comprises at least one valve (37) arranged to move relative to the box (32), between a closed position and an extreme open position, so as to block or release the additional air inlet ( 35b). Figure for the abstract: Fig. 4

Description

Heat exchange module and corresponding motor vehicle

The invention relates to a heat exchange module, in particular a cooling module for a motor vehicle, with a tangential turbomachine. The invention also relates to a motor vehicle equipped with such a heat exchange module. The invention applies in particular to an electric motor vehicle.

Motor vehicles, whether combustion or electric, need in particular to evacuate the calories generated by their operation and are therefore equipped with at least one heat exchange module, such as a cooling module.

According to a known solution, the heat exchange module comprises one or more heat exchangers and a ventilation device suitable for setting in motion or increasing a flow of air intended to pass through the heat exchangers. The ventilation device makes it possible in particular to set in motion a flow of air intended to pass through the heat exchangers, when the motor vehicle is stationary or at low forward speed.

Furthermore, at least one of the heat exchangers makes it possible to participate in the thermal conditioning, more particularly in the cooling, of one or more components of the motor vehicle, by making it possible to dissipate the heat captured, at the level of these components. These include electronic and/or electrical components liable to release heat in operation, such as the batteries, but also the motor, an on-board charger, or even a DC-DC converter. This heat can for example be captured by a “chiller” or cooler type exchanger.

Indeed, the lifetime and performance of such components, in particular batteries, are conditioned by the temperature of the surrounding medium. It is therefore necessary to guarantee maintenance at a determined temperature of these components during the driving phase of the motor vehicle, that is to say when the batteries are discharging. It is also necessary to ensure that these components are cooled during the charging or recharging phases of an electric or hybrid vehicle, for example, because these result in the heating of these components.

A charging technique called fast charging or “fast charging” in English, consists in charging the batteries at a high voltage and high amperage, so as to charge them in a short time, for example in a maximum time of twenty minutes. This fast charge involves heating that should be treated.

However, the supply of fresh air, at the level of the heat exchange module, may not be sufficient to guarantee optimized cooling, in particular during the rapid charging phases, of an electric or hybrid vehicle for example.

Indeed, the fresh air which enters the heat exchange module through the grille successively passes through the heat exchangers, so that the air warms up as it goes and is at a warmer temperature when arriving at the last exchangers. thermal according to the direction of flow of the air flow. This warmer temperature implies a lower cooling performance at the level of this or the last heat exchangers.

However, the last or one of the last heat exchangers may have a significant need to dissipate heat. This may be the case, for example, when it comes to a condenser making it possible to dissipate the heat captured at the level of a thermal regulation loop of components likely to generate heat, such as electric vehicle batteries or hybrid. The condenser can in particular make it possible to dissipate the heat captured by an exchanger such as a cooler also called "chiller" in English.

The reduced cooling performance at the last or one of the last heat exchangers of the heat exchange module implies less cooling, especially during fast charging phases.

The aim of the invention is to at least partially overcome the drawbacks of the prior art by proposing a heat exchange module whose thermal performance is improved.

To this end, the subject of the invention is a heat exchange module for a motor vehicle, comprising a box defining an air channel and having a first air inlet and an air outlet, at least one first heat exchanger and a second heat exchanger arranged in the casing along an alignment axis, and a ventilation device configured to set in motion at least a first flow of air intended to pass through the heat exchangers.

According to the invention, the box has at least one additional air inlet distinct from the first air inlet, arranged between said at least one first and one second heat exchangers, in particular along the axis of alignment of the heat exchangers.

Advantageously, the ventilation device is configured to set in motion at least a second air flow intended to enter the box through said at least one additional air inlet and pass through said at least one second heat exchanger.

1. une position de fermeture de manière à obturer l’entrée d’air additionnelle et
2. une position d’ouverture extrême de manière à libérer l’entrée d’air additionnelle.

Said module may comprise at least one valve arranged to move relative to the box, between:

1. a closed position so as to close off the additional air inlet and
2. an extreme open position so as to release the additional air inlet.

This solution offers an air tap that allows additional outside air to be drawn in, in particular fresh air, which can be diluted at the level of the second (or last) heat exchanger, with the air that has passed through the heat exchangers. previous thermals, and which is generally warmer when arriving at the second (or last) heat exchanger. Refreshed air, a little warm, can then circulate within this heat exchanger, which increases its thermal performance, in particular cooling.

The valve makes it possible to dilute the air passing through all the heat exchangers, and generally hot, to the desired temperature. This valve also allows a pressure drop regulator function, to adapt the air flow rate.

The heat exchange module may also comprise one or more of the following characteristics described below, taken separately or in combination.

According to one option, the heat exchange module comprises at least two heat exchange groups. Each heat exchange group can include one or more heat exchangers. An additional air inlet and an associated valve are arranged on the box between the two heat exchange groups.

The box defines, for example, an internal air channel in which the heat exchangers are arranged. The first airflow is intended to flow into the internal air channel through the heat exchanger assembly.

Advantageously, the heat exchange module comprises at least one air guide channel having an opening shaped to allow the admission of the second air flow into the air guide channel and opening at the additional air intake.

The opening of the guide channel is intended to be arranged opposite a cooling bay of the motor vehicle.

The air guide channel is intended to channel the second flow of air entering through the front of the vehicle towards the cooling module.

The case may include this air guide channel.

The air guide channel may extend from the part of the casing housing the heat exchangers towards the outside of the cooling module, more precisely towards the outside of the internal air guide channel.

Furthermore, said at least one valve can be a valve, a shutter, a movable partition.

Said at least one valve can be pivotally mounted relative to the housing.

According to one embodiment, the box has at least two additional air inlets, and at least two valves are respectively arranged to move so as to release or close an associated additional air inlet.

The heat exchange module may include an air guide channel for each additional air inlet.

The heat exchange module advantageously comprises at least one actuator configured to move said at least one valve between the closed position and the extreme open position. The actuator makes it possible to drive the valve by advantageously adapting the degree of opening according to the quantity of additional fresh air to be admitted via the additional air inlet.

The actuator is for example a stepper motor actuator.

The heat exchange module may comprise at least two actuators respectively associated with a valve and configured to drive the valves independently of each other. This allows each additional air inlet to be selectively released or blocked.

Valves can be driven into open positions with different degrees of opening. One valve can be in the closed position and another can be in the extreme open position or in an intermediate open position.

Alternatively, an actuator can cause the valves to move together.

The heat exchange module may include a control unit of said at least one actuator. It could be a calculator.

The control unit can be configured to control the actuator according to at least one constraint, such as a temperature constraint on a fluid such as coolant intended to circulate in at least one of the heat exchangers, such as 'a radiator.

The module may include at least one temperature sensor arranged to read at least one piece of temperature information from a fluid intended to circulate in at least one of the heat exchangers, such as coolant intended to circulate in a radiator.

According to one embodiment, the control unit is configured to receive at least one piece of temperature information from a fluid intended to circulate in one of the heat exchangers, from at least one temperature sensor and to control the opening of the valve according to the temperature information received.

For example, the control unit can comprise one or more processing means for comparing the temperature of the fluid recorded with a predefined temperature threshold. If the fluid temperature read reaches or exceeds this threshold, the degree of opening of the valve can be proportional to the difference between the fluid temperature read and the preset temperature threshold.

Furthermore, the ventilation device comprises at least one tangential turbomachine.

The heat exchange module is preferably intended to equip an electric motor vehicle.

Said module can be a cooling module, configured to cool or participate in the cooling of at least one electronic and/or electrical component of the motor vehicle.

The cooling module is for example configured for cooling electric or hybrid motor vehicle batteries.

The invention also relates to a motor vehicle equipped with at least one heat exchange module as defined above. It is preferably a motor vehicle with an electric motor.

The vehicle comprises a body having at least one opening defining at least one cooling bay opposite which said at least one heat exchange module can be arranged.

In particular, the first air inlet can be arranged facing the cooling bay.

Other advantages and characteristics of the invention will appear more clearly on reading the following description given by way of illustrative and non-limiting example, and the appended drawings, among which:

FIG. 1 schematically represents a front part of a motor vehicle, seen from the side, equipped with a heat exchange module in a first operating configuration.

FIG. 2 schematically represents the front part of the motor vehicle, seen from the side, equipped with the heat exchange module in a second operating configuration.

Figure 3 is a schematic perspective view of the heat exchange module according to a first embodiment in the first operating configuration.

Figure 4 shows the heat exchange module of Figure 3 in the second operating configuration.

Figure 5 is a schematic perspective view of the heat exchange module according to a second embodiment in a first operating configuration.

Figure 6 shows the heat exchange module of Figure 5 in a second operating configuration.

In these figures, identical elements bear the same reference numbers.

The following achievements are examples. Although the description refers to one or more embodiments, this does not necessarily mean that each reference is to the same embodiment, or that the features apply only to a single embodiment. Simple features of different embodiments can also be combined or interchanged to provide other embodiments.

In the description, certain elements can be indexed, such as for example first, second element. It can be a simple indexing to differentiate and name close but not identical elements. This indexing does not necessarily imply a priority of one element over another and it is easy to interchange such denominations without departing from the scope of the present description. Nor does this indexing necessarily imply an order in time.

In the present, the term "upstream" means an element which is placed before another with respect to the direction of flow of an air flow. Conversely, the term "downstream" means an element placed after another in relation to the direction of flow of this air flow. The terms front and rear are defined with respect to the direction of travel of a motor vehicle.

Figures 1 and 2 schematically illustrate the front part of a motor vehicle 10 with a motor, in particular with an electric motor 12.

In these figures 1 and 2, a first axis, denoted X, corresponds to a longitudinal axis of the motor vehicle 10. It also corresponds to an axis of advancement of the motor vehicle 10. A second axis, denoted Y, is a lateral axis or transverse. Finally, a third axis, denoted Z, is vertical. The axes, X, Y, Z are orthogonal two by two.

The vehicle 10 comprises in particular a body 14 defining a front face 14a 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 a opening through the body 14. The cooling bay 18 is unique in the example shown. This cooling bay 18 is located in the lower part, along the vertical axis Z, of the front face 14a of the bodywork 14. In particular, as in the example illustrated, the cooling bay 18 is located under the bumper 16. A grid can be placed in the cooling bay 18 to prevent projectiles from passing through the cooling bay 18. A heat exchange module 22 can be placed in the motor vehicle 10, advantageously opposite the cooling bay 18. The grid makes it possible in particular to protect this heat exchange module 22.

In particular, the heat exchange module 22 is a cooling module, configured to cool or participate in the cooling of at least one component of the motor vehicle 10, in particular an electronic and/or electrical component, capable of releasing heat in functioning. The cooling module is for example configured to cool or participate in the cooling of electric or hybrid motor vehicle batteries. According to another variant or in addition, the cooling module can be configured to cool / participate in the cooling of other components such as the engine, an on-board charger, a converter.

In Figures 1 and 2, the heat exchange module, in particular cooling, 22 is illustrated in a functional position, that is to say when it equips the motor vehicle 10. Figure 1 shows the module heat exchanger 22 in a first operating configuration with a single air inlet allowing a first flow of air F1 to circulate within the heat exchanger module 22, while FIG. 2 shows a second operating configuration with two air inlets allowing two air flows F1, F2 to circulate within the heat exchange module 22. These configurations are detailed below.

The heat exchange module 22 is best seen in Figures 3 to 6.

It comprises at least two heat exchangers 24, 26. In the example illustrated in FIGS. 3 and 4, the heat exchange module 22 comprises a first heat exchanger 24 and a second heat exchanger 26. According to a variant illustrated in the figures 5 and 6, the heat exchange module 22 comprises three heat exchangers: a first 24, a second 26, and a third 28. Of course, these examples are not limiting. The heat exchange module 22 could include more than two or three heat exchangers depending on the desired configuration.

The heat exchange module 22 may comprise for example at least two heat exchange groups, each heat exchange group comprising one or more heat exchangers.

The heat exchange module 22 may include, by way of non-limiting example, one or more heat exchangers from among an evaporator, a condenser, an evapo-condenser, a radiator, in particular a low temperature radiator.

In the examples of Figures 3-6, the heat exchangers 24, 26, 28 are for example arranged one behind the other along an axial direction of the heat exchange module 22. The heat exchangers 24, 26, 28 are aligned along a alignment axis which is here parallel or substantially parallel to the longitudinal axis X.

According to the embodiments illustrated, each of the heat exchangers 24, 26, 28 has a generally parallelepipedal shape, the length of which extends along the transverse axis Y, the thickness along the longitudinal axis X and the height along the axis vertical Z.

The heat exchange module 22 also includes a ventilation device. This ventilation device comprises at least one tangential turbomachine 30.

The tangential turbomachine 30 is configured to set in motion at least a first flow of air F1 intended to cross the heat exchangers 24, 26, 28. Advantageously, the tangential turbomachine 30 can be intended to operate, at low speed or at stopping the motor vehicle. On the contrary, it may be intended to be stationary, at high speed of the motor vehicle.

The tangential turbomachine 30 comprises a rotor or turbine (or tangential propeller). The turbine has a generally cylindrical shape. It advantageously comprises one or more stages of blades (or blades), not shown. The turbine is rotatably mounted around an axis of rotation A, for example parallel or substantially parallel to the transverse axis Y. The tangential turbomachine 30 also comprises a motor (not shown) adapted to drive the turbine in rotation around its axis. rotation A.

In addition, in the example illustrated, the tangential turbomachine 30 is configured to operate in suction mode, that is to say it allows the ambient air to be sucked in to bring it into contact with the various heat exchangers 24, 26 , 28.

The tangential turbomachine 30 is arranged downstream of the heat exchangers 24, 26, 28 in the direction of flow of the first air flow F1.

Furthermore, the heat exchange module 22 comprises at least one casing or shroud 32. In general, the casing 32 makes it possible to house the heat exchanger(s) 24, 26, 28 and the tangential turbomachine 30.

The tangential turbomachine 30 is shown positioned in an upper part, with respect to the vertical axis Z, of the casing 32. Alternatively, the tangential turbomachine 30 can be positioned in a lower or middle part of the casing 32.

The box 32 can be made in one piece or in several pieces. The box 32 makes it possible to delimit an internal air channel 33 in which the first flow of air F1 is intended to circulate. The heat exchangers 24, 26, 28 are arranged in this air channel 33.

The box 32 may include a front part 34. This front part 34 is open on one side. It is also intended to be placed opposite the cooling bay, when the heat exchange module 22 equips a motor vehicle.

In general, the box 32 (in one or more parts) has at least a first air inlet 35a. The open side of the front part 34 makes it possible to define this first air inlet 35a. The front part 34 is shaped to bring the first flow of air F1 into the heat exchange module 22 and to guide this first flow of air F1 at least as far as the heat exchangers 24, 26.

The box 32 further has at least one additional air inlet 35b, separate from the first air inlet 35a, visible in Figure 4 or Figure 6. Such an additional air inlet 35b is disposed between two heat exchangers . More specifically, this additional air inlet 35b is arranged between the two heat exchangers along the axis of alignment of the heat exchangers, here parallel or substantially parallel to the longitudinal axis X.

The ventilation device, in particular the tangential turbomachine 30 can set in motion a second flow of air F2, intended to enter the box 32 through this additional air inlet 35b. Unlike the first flow of air F1, the second flow of air F2 is not intended to circulate through all of the heat exchangers 24, 26, 28. The second flow of air F2 is intended to cross the or the heat exchangers which are located behind the additional air inlet 35b along the longitudinal axis X.

The box 32 can also include a fairing 36 making it possible to accommodate at least the heat exchangers 24, 26. The inlet or at least one of the additional air inlets 35b can be optionally fitted to this fairing 36.

In order to allow the opening or closing of an additional air inlet 35b, the heat exchange module 22 comprises at least one valve or valve 37, associated with the additional air inlet 35b.

For this, the valve 37 is arranged to move relative to the box 32. In the examples illustrated in the figures, the valve 37 is produced by a movable partition or a movable flap. The valve 37 can be moved between a closed position so as to close the additional air inlet 35b and an extreme or maximum open position so as to release the additional air inlet 35b. The valve 37 can also assume any intermediate open position between the closed position and the extreme open position.

The valve or flap 37 can be pivotally mounted relative to the housing 32, around an axis, for example parallel or substantially parallel to the axis of rotation A of the tangential turbomachine 30.

Different embodiments for arranging one or more additional air inlets 35b and the associated valve(s) 37 are described in more detail below.

In addition, the heat exchange module 22 advantageously comprises at least one air guide channel 39.

The air guide channel 39 has an opening 39a on one side and opens on the other side at the level of the additional air inlet 35b. The opening 39a is intended to be arranged opposite the cooling bay, when the heat exchange module 22 equips a motor vehicle. This opening 39a is shaped to allow the admission of the second flow of air F2 into the air guide channel 39.

The air guide channel 39 is shaped to guide the second flow of air F2 from outside the heat exchange module 22 towards the inlet or one of the additional air inlets 35b and cause it to enter the heat exchange module 22 through the additional air inlet 35b when the valve 37 is in an open position. Such a valve 37 can also make it possible to play on the flow rate of the second air flow F2 penetrating into the box 32.

When several additional air inlets 35b are provided, the heat exchange module 22 may include an air guide channel 39 for each additional air inlet 35b.

The air guide channel 39 can be integrated into the box 32. It can be a fixed part of the box 32. In other words, the box 32 includes such an air guide channel 39.

It may extend externally to the rest of the case 32, in particular the front part 34 and the fairing 36. "Externally" means as opposed to the internal air channel 33. In particular, the air guide channel 39 can extend from the part of the box 32 housing the heat exchangers 24, 26, 28, for example the fairing 36, towards the outside of the cooling module 22. It is advantageously intended to extend in the direction of a source outside air, in particular on the front face of the motor vehicle, such as the cooling bay.

The box 32 further comprises a rear part. The ventilation device, in particular the tangential turbomachine 30 can be arranged in this rear part of the casing 32. The rear part of the casing 32 can form a volute 38. This volute 38 houses the tangential turbomachine 30. The volute 38 can in particular define an outlet of volute.

The front part 34 is advantageously attached to the fairing 36 and to the rear part forming here the volute 38. At least two of these elements 34, 36, 38 can also form a single single piece.

The box 32 finally includes an air outlet 40, for example defined by the outlet of the volute 38 in the rear part of the box 32.

In addition, the box 32 is advantageously made at least in part from a sound and/or vibration insulation material. It may include in particular a structural part and an acoustic and/or vibratory insulation part supported by the structural part.

According to a first embodiment illustrated in Figures 3 and 4, the box 32 comprises a single additional air inlet 35b, in addition to the first air inlet 35a. This additional air inlet 35b is arranged between the first heat exchanger 24 and the second heat exchanger 26.

The second flow of air F2, intended to enter the box 32 through this additional air inlet 35b, is intended to pass through the second heat exchanger 26 which is located after this additional air inlet 35b along the longitudinal axis X. More precisely, the second air flow F2 is not intended to pass through the first heat exchanger 24 which is located in front. The air guide channel 39 can be shaped to guide the second air flow F2 to the second heat exchanger 26.

When only one additional air inlet 35b is provided, an associated valve 37 is arranged at this additional air inlet 35b while being movable relative to the box 32.

As said previously, the additional air inlet 35b can be opened or closed depending on the position of the valve 37.

As the first embodiment is illustrated, the additional air inlet 35b and the associated valve 37 can be provided on one side or one face of the box 32 intended to face the bonnet of the motor vehicle when the latter is equipped of the heat exchange module 22. This provision is not limiting. It may be envisaged to arrange the additional air inlet 35b and the associated valve 37 on the side of the box 32 intended to be arranged opposite the underbody of the motor vehicle. According to another variant not shown, the additional air inlet 35b and the associated valve 37 can be arranged on one of the lateral sides of the box 32 opposite along the transverse axis Y.

By way of illustration, in a first operating configuration, the first air inlet 35a may be sufficient, for example for the necessary cooling, and the additional air inlet 35b is closed by the valve 37 (FIG. 3). Conversely, in a second operating configuration, the two air inlets 35a and 35b are open in order to increase the circulation of air through the second heat exchanger 26 (FIG. 4). The valve 37 is therefore in an open position, which can be the extreme or maximum opening, but which can also alternatively be an intermediate opening. The second air flow F2, set in motion by the tangential turbomachine 30, is then guided in the air guide channel 39 towards the additional air inlet 35b before passing through the second heat exchanger 26.

An additional supply of air (second air flow F2) via the additional air inlet 35b, can be useful for example when the second and last heat exchanger 26 according to the first embodiment, is a condenser configured to dissipate / evacuate the heat captured at the level of a liquid cooler type exchanger, or water cooler, also called "chiller" in English.

Such a “chiller” type cooler or exchanger is configured to dissipate the heat generated by at least one electronic and/or electric component (such as batteries of the electric motor vehicle). It is generally plate or tube and calender. It is generally interposed between two circuits or two loops, in which a first fluid and a second fluid are intended to circulate. It is a dual fluid circulation exchanger, i.e. it defines an enclosure intended to be traversed by the two fluids. In operation, the first fluid is intended to exchange heat with the second fluid within the cooler or “chiller” type exchanger. The first fluid is for example refrigerant from an air conditioning loop. The second fluid is for example coolant, such as a mixture of water and glycol, of a thermal regulation loop of components capable of generating heat, such as batteries of motor vehicles with electric motors and /or hybrid.

In this particular example, the first exchanger 24 of the heat exchange module 22 can be a low temperature radiator.

Furthermore, according to the first embodiment described above, only two heat exchangers 24, 26 are shown, with an additional air inlet 35b at the level of the box 32 between the two and an associated valve 37. It is also possible to provide a configuration with more than two heat exchangers and with a single additional air inlet 35b at the level of the box 32 between two of the heat exchangers and an associated valve 37.

Different layout variants of the additional opening 35b and of the valve 37 can be envisaged. The additional air inlet 35b and the associated valve 37 can be arranged before the last heat exchanger. The additional air inlet 35b and the associated valve 37 can alternatively be arranged between two heat exchange groups, each heat exchange group comprising the same number of heat exchangers or a different number of heat exchangers.

It is also possible in an embodiment with more than two heat exchangers, to provide several additional air inlets 35b and several associated valves 37. An additional air inlet 35b and an associated valve 37 can for example be arranged between each pair of adjacent heat exchangers.

For example, a second embodiment is shown in Figures 5 and 6, in which the box 32 has at least two additional air inlets 35b and for each an associated valve 37. At least two valves 37 are therefore provided and are movable relative to the box 32 so as to release or close the associated additional air inlet 35b respectively.

In the example of Figures 5 and 6, an additional air inlet 35b and an associated valve 37 are arranged between the first 24 and second 26 heat exchangers, and another additional air inlet 35b and another associated valve 37 are arranged between the second 26 and third 28 heat exchangers. Each additional inlet 35b when it is opened or released by the valve 37, allows an additional supply of fresh air at the inlet of the heat exchanger which it precedes, here at the inlet of the second heat exchanger 26, or respectively of the third heat exchanger 28.

When several additional air inlets 35b and associated valves 37 are provided, they can all be arranged on the same side or on the same face of the box 32. This is the case shown in FIGS. 5 and 6. The side of the box 32 presenting the additional inputs 35b is chosen according to the available space.

In the example of Figures 5 and 6, the additional air inlets 35b and valves 37 are provided on one side or one face of the box 32 intended to face the bonnet of the motor vehicle when it is equipped with the module of heat exchange 22. According to a variant not shown, the additional air inlets 35b and valves 37 can be arranged on the side of the box 32 intended to be arranged opposite the underbody of the vehicle. According to another variant not shown, the additional air inlets 35b and valves 37 can be arranged on one of the lateral sides of the box 32 opposite along the transverse axis Y. More specifically, the additional air inlets 35b and valves 37 can be arranged at the level of the water boxes or refrigerant fluid distributors.

Alternatively, the various additional air inlets 35b and the valves 37 may not be arranged on the same side of the box 32. For example, an additional air inlet 35b and the associated valve 37 may be arranged on one side of the box and another additional air inlet 35b and the associated valve 37 can be arranged on an opposite or adjacent side of the box 32.

Furthermore, according to one or other of the embodiments, the heat exchange module 22 comprises at least one actuator (not visible in the figures) configured to cause the valve or valves 37 to move between the closed position and the extreme or maximum opening position. The actuator makes it possible to drive the valve or valves 37 by adapting the degree of opening according to the quantity of additional fresh air to be admitted via the corresponding additional air inlet 35b. It is for example a stepper motor actuator.

When several valves 37 are provided, for example as described with reference to the second embodiment of FIGS. 5 and 6, the heat exchange module 22 can comprise at least two actuators respectively associated with at least one valve 37. These actuators are configured to cause the two valves 37 (or more) to move independently of each other.

An actuator can be dedicated to each valve 37. This makes it possible to selectively open or close each additional air inlet 35b. It is also possible to provide an actuator for a set of valves 37, and at least two sets of valves 37 can be actuated independently.

In addition, the independent valves 37 can be driven into opening positions with different degrees of opening, more precisely different opening angles when the valves 37 are pivotally mounted. For example, one of the valves 37 can be in the extreme or maximum open position while another valve 37 is in an intermediate open position.

Alternatively, a valve 37 can be in the closed position, while another valve 37 can be in the extreme or maximum open position, or even in an intermediate open position. In the particular example of Figure 6, by way of illustration and not limitation, the valve 37 associated with the additional air inlet 35b between the first heat exchanger 24 and the second heat exchanger 26 is in a closed position closing off this additional air inlet 35b. On the other hand, the valve 37 associated with the additional air inlet 35b between the second heat exchanger 26 and the third heat exchanger 28 is in an open position, which can be the extreme or maximum opening, but which can also alternatively be an intermediate opening.

Thus, the first flow of air F1 crosses all of the heat exchangers 24, 26, 28 and the second flow of air F2 crosses the third heat exchanger 28 for an additional supply of fresh air, without circulating through the two first heat exchangers 24, 26. Similar to the first embodiment described, this may be of interest, for example, when the third heat exchanger 28 is a condenser configured to dissipate/remove the heat captured at the level of a heat exchanger type cooler. liquid, or water cooler, also called "chiller" in English, itself configured to dissipate the heat generated by at least one electronic and/or electric component (such as the batteries of an electric motor vehicle).

Alternatively, an actuator can be configured to move all of the valves 37 together.

The heat exchange module 22 may further comprise a control unit (not shown) of the actuator or actuators (not shown). It can be, for example, a calculator.

The control unit can optionally be configured to control the actuator according to at least one constraint, such as a temperature constraint, in particular on a fluid intended to circulate within one of the heat exchangers. This can include coolant as it circulates through a radiator.

To do this, the heat exchange module 22 may include at least one temperature sensor (not shown in the figures) arranged to read at least one fluid temperature information when it circulates in one of the heat exchangers, by example the coolant in the radiator. Such a sensor can be arranged in the water or coolant circuit, for example at the level of hoses, or even directly in water boxes connected to the heat exchanger such as the radiator.

The control unit can be configured to receive at least one temperature information from the one or more temperature sensors. The temperature of the fluid, such as the coolant, can be raised by being directly measured by the sensor or possibly determined from the measurements of the sensor.

The control unit is also advantageously configured to control the opening of the valve 37 according to the temperature information received. A servo can be provided between the temperature information received by the control unit from the one or more temperature sensors and the opening, or even the degree of opening, of the valve 37.

1. comparer la température du fluide, tel que le liquide de refroidissement, relevée, avec au moins un seuil de température prédéfini,
2. pour déterminer en fonction des résultats de comparaison si la ou au moins l’une des vannes 37 doit être ouverte, et
3. éventuellement pour définir également le degré d’ouverture de cette vanne 37.

The control unit can for example comprise one or more processing means configured to:

1. compare the temperature of the fluid, such as the coolant, recorded, with at least one predefined temperature threshold,
2. to determine based on the comparison results whether the or at least one of the valves 37 should be opened, and
3. possibly also to define the degree of opening of this valve 37.

Thus, by way of example if the temperature of the fluid, such as coolant, raised, reaches or exceeds the predefined threshold, the control unit can determine that the valve 37 or at least one of the valves 37, for example located before the radiator, must be open.

If the predefined temperature threshold is exceeded, the degree of opening of the valve 37 can be proportional to the difference between the fluid temperature detected and the predefined temperature threshold.

The opening of the valve 37 can be progressive, in stages. In other words, the valve 37 can be driven into an open position with a first degree of opening. The measurement and comparison phases can be repeated. If the temperature of the fluid, such as coolant, again raised, reaches or still exceeds the predefined threshold, the control unit can determine that the valve 37 must be opened with a second degree of opening greater than the first degree. opening, and so on.

Conversely, if the temperature of the fluid detected is below the predefined temperature threshold (or possibly another temperature threshold which is lower than it), the valve 37 can be closed or the degree of opening reduced.

Alternatively, the opening of valve 37 may not necessarily be linked to a temperature sensor.

Furthermore, according to a particular embodiment, the heat exchange module 22 may further comprise one or more flaps 46 arranged at the rear end of the box 32, on the side opposite the first air inlet 35a. These are, for example, flaps 46 pivotally mounted between an open position allowing circulation of at least one air flow and a closed position. The open position is particularly advantageous at high speed of the motor vehicle, when the tangential turbomachine 30 is stationary, while the closed position is advantageous at low speed of the motor vehicle, when the tangential turbomachine 30 is operating.

In a non-limiting way, the axis of pivoting of the flaps 46 can be parallel or substantially parallel to the axis of rotation A of the tangential turbomachine 30. Other configurations are possible.

In the closed position, as shown in Figures 3 to 6, the flaps 46 are therefore arranged in an inclined plane forming in this example a non-zero angle α with an axis orthogonal to the axis of alignment of the heat exchangers 24, 26 and to the axis of rotation A of the tangential turbomachine 30, that is to say with the vertical axis Z when the heat exchange module 22 is fitted to a motor vehicle. The angle α is preferably between 5° and 20°. This angle α ensures a homogeneous distribution of the air on the heat exchangers 24, 26, 28.

Thus, the additional air inlets 35b allow air to be tapped upstream of a heat exchanger 26, 28 when it requires a greater supply of outside air, in particular fresh air. This additional contribution makes it possible to improve the thermal performance, in particular of cooling, of this heat exchanger 26, 28. This implies a better overall thermal performance, in particular of cooling, of the heat exchange module 22, even for the motor vehicle 10 by example when this heat exchanger 26, 28 makes it possible to dissipate the heat captured at the level of a thermal regulation loop of electronic and/or electrical components, such as the batteries of an electric or hybrid vehicle.

In addition, the valves 37, or flaps or flaps, ensure the dilution of the additional air flow F2 to the first air flow F1 passing through all the heat exchangers 24, 26, 28, to reach a desired temperature. These valves 37 also allow the regulation of the air flow.

Claims (10)

Heat exchange module (22) for a motor vehicle, comprising:

• a box (32) having a first air inlet (35a) and an air outlet (40),
• at least a first heat exchanger (24) and a second heat exchanger (26, 28) arranged in the box (32) along an axis of alignment, and
• a ventilation device (30) configured to set in motion at least a first air flow (F1) intended to pass through the heat exchangers (24, 26, 28),
  characterized in that :
• the box (32) has at least one additional air inlet (35b) distinct from the first air inlet (35a), and arranged between said at least one first and one second heat exchangers (24, 26, 28), along the axis of alignment of the heat exchangers (24, 26, 28),
• the ventilation device (30) is configured to set in motion at least a second air flow (F2) intended to enter the box (32) through said at least one additional air inlet (35b) and to pass through said at least one second heat exchanger (26, 28), and in that
• said module (22) comprises at least one valve (37) arranged to move relative to the box (32), between a closed position so as to close the additional air inlet (35b) and an extreme open position of so as to release the additional air inlet (35b).

Heat exchange module (22) according to the preceding claim, comprising at least one air guide channel (39)

• having an opening (39a) shaped to allow the admission of the second air flow (F2) into the air guide channel (39) and
• opening out at said at least one additional air inlet (35b).

Heat exchange module (22) according to one of the preceding claims, in which said at least one valve (37) is pivotally mounted relative to the housing (32). Heat exchange module (22) according to one of the preceding claims, in which the box (32) has at least two additional air inlets (35b), and in which at least two valves (37) are respectively arranged to move so as to release or block an associated additional air inlet (35b). Heat exchange module (22) according to one of the preceding claims, comprising at least one actuator configured to cause said at least one valve (37) to move between the closed position and the extreme open position. Heat exchange module (22) according to claims 4 and 5, comprising at least two actuators respectively associated with a valve (37) and configured to drive the valves in displacement independently of one another. Heat exchange module (22) according to one of Claims 5 or 6, comprising a control unit for said at least one actuator. Heat exchange module (22) according to the preceding claim, in which the control unit is configured for:

• receive at least one piece of temperature information of a fluid intended to circulate in one of the heat exchangers (24, 26, 28), from at least one temperature sensor, and for
• controlling the opening of the valve (37) according to the temperature information received.

Heat exchange module (22) according to one of the preceding claims acting as a cooling module, configured to cool at least one electronic and/or electrical component of the motor vehicle (10). Motor vehicle (10), in particular with an electric motor, comprising a bodywork (14) having at least one opening defining at least one cooling bay (18), characterized in that it comprises at least one heat exchange module ( 22) according to one of the preceding claims, arranged opposite the cooling bay (18).