EP3589826A1

EP3589826A1 - Ventilation device for a motor vehicle

Info

Publication number: EP3589826A1
Application number: EP18723579.1A
Authority: EP
Inventors: Kamel Azzouz; Michael LISSNER; Sofiane KHELLADI; Farid Bakir; Ivan DOBREV
Original assignee: Valeo Systemes Thermiques SAS
Current assignee: Valeo Systemes Thermiques SAS
Priority date: 2017-04-28
Filing date: 2018-04-26
Publication date: 2020-01-08
Also published as: WO2018197817A1; FR3065747B1; FR3065747A1

Abstract

The invention relates to a ventilation device for generating an air flow in the direction of a motor vehicle heat exchanger, comprising: pipes; at least one air manifold comprising apertures, each pipe opening, at one of its ends, into a separate aperture of the air manifold, the pipes being provided with at least one opening separate from their ends and located outside the air manifold; at least one air propulsion device arranged in said at least one air manifold.

Description

VENTILATION DEVICE FOR MOTOR VEHICLE

The present invention relates to a ventilation device, in particular for a heat exchanger of a motor vehicle.

The front face of a motor vehicle generally comprises a motor-fan unit equipped with heat exchangers. A heat exchanger usually comprises tubes conveying a coolant, and heat exchanger elements, called "fins" or "spacers", connected to these tubes and which increase the exchange surface between the tubes and Ambiant air.

In order to increase the heat exchange between the heat transfer fluid and the ambient air, it is very common that a propeller of the ventilation device is used to generate a flow of air directed towards the tubes and the fins.

However, the motorization means of such a propeller generally consume a lot of energy.

In addition, the airflow generated by the blades of such a fan is turbulent, especially because of the circular geometry of the propeller, and generally only reaches a part of the surface of the exchanger of heat (circular zone of the heat exchanger facing the fan propeller). The heat exchange is not done homogeneously over the entire surface of the tubes and fins.

Finally, when the start of the ventilation device is not necessary (typically when the heat exchange with unaccelerated ambient air is sufficient to cool the coolant circulating in the exchanger), the blades obstruct in part of the flow of ambient air to the tubes and fins, which hinders the flow of air to the heat exchanger and thus limits the heat exchange with the heat transfer fluid.

The invention aims to overcome these disadvantages by providing a ventilation device for a motor vehicle which advantageously provides an optimized ventilation function exchangers in a compact space for better thermal management of a motor vehicle.

To this end, the invention relates to a ventilation device for generating an air flow towards a motor vehicle heat exchanger, comprising: - ducts;

- At least one air manifold having orifices, each duct opening at one of its ends into a separate orifice of the air collector,

the ducts being provided with at least one opening distinct from their ends and located outside the air collector, at least one air propulsion device being arranged in said at least one air collector.

Advantageously according to the invention, the ventilation device makes it possible to adjust the flow of air sent to an associated heat exchanger. It is thus possible to optimize the efficiency of these heat exchangers according to the needs as better explained below.

In addition, the air propulsion device, which may be a turbomachine or a tangential fan for example, being integrated with said at least one air collector of the ventilation device, it is no longer necessary to use heat exchangers. heat provided with a ventilation propeller.

It is furthermore understood that the device advantageously makes it possible to propose a laminar flow thanks to the ventilation ducts, unlike a propeller whose blades generate a turbulent flow.

The device of the invention also makes it possible not to block the flow of ambient air to the tubes and fins when the ventilation device is off, unlike a propeller whose immobile blades and the engine in the center of the propeller obstruct the passage of air to the exchanger, and thus limit the heat exchange.

According to another characteristic of the invention, the device comprises at least one air suction opening for at least one air propulsion device.

According to another characteristic of the invention, said at least one air suction opening is located on an outer surface of said at least one air collector.

According to another characteristic of the invention, said at least one opening has a length at least equal to 50% of the length of the air collector.

According to another characteristic of the invention, said at least one air collector is substantially cylindrical or oblong, the orifices of said at least one air collector into which the ends of the ducts are aligned along a longitudinal direction of the duct. air collector, said at least one opening extending in a longitudinal direction of the air collector diametrically opposite to the direction of alignment of the orifices.

According to another characteristic of the invention, said at least one air suction opening is located at one end of said at least one air collector.

According to another characteristic of the invention, said at least one air propulsion device comprises a turbomachine, a centrifugal fan, an axial and tangential fan and / or a helical fan.

According to another characteristic of the invention, the device comprises two air collectors, the first air collector being connected to one end of each duct, the second air collector being connected to the other end of the duct. each conduit. According to another characteristic of the invention, each duct has a section comprising a leading edge, a trailing edge, opposite to 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 duct being on one of the first and second profiles, said at least one aperture being configured so that a flow of air exiting the aperture flows along at least a portion of said one of the first and second profiles.

The invention also relates to a heat exchange module for a motor vehicle comprising a heat exchanger and a ventilation device as described above.

More generally, the subject of the invention is a ventilation device intended to generate an air flow towards a motor vehicle heat exchanger, comprising:

- air guides;

at least one air propulsion device arranged in at least one air collector configured to distribute air set in motion by the air propulsion device, towards the air guides,

the air guides being configured to direct air distributed by the air collector to said heat exchanger.

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:

FIG. 1 is a perspective view of a first example of a heat exchange module with a heat exchanger and a part of a ventilation device;

FIG. 2 is a perspective view of the heat exchange module of FIG. 1 according to another angle of view;

FIG. 3 is a perspective view of a bi-fluid collector of the heat exchange module of FIG. 1;

FIG. 4 is a side view of the bi-fluid collector of FIG. 3 at a first angle of view;

FIG. 5 is a side view of the bi-fluid collector of FIG. 3 along a second angle of view;

FIG. 6 is a side view of the bi-fluid collector of FIG. 3 along a third angle of view;

FIG. 7 is a side view of the bi-fluid collector of FIG. 3 and cut along the plane VII-VII; FIG. 8 is a perspective view of the heat exchange module of FIG. 1 cut along the plane XX;

- Figure 9 is a schematic perspective view of a portion of ventilation tubes and heat transfer tubes of Figure 1;

- Figure 10 is a schematic sectional view along the X-X plane of the portion of ventilation tubes and heat transfer tubes of Figure 1;

- Figure 11 is a sectional view along the X-X plane of a ventilation tube of Figure 1;

FIG. 12 is a perspective view of a second example of a heat exchange module with a heat exchanger and a ventilation device;

FIG. 13 is a perspective view of a ventilation tube of FIG. 12 cut along plane XIV-XIV;

Figure 14 is a sectional view along the plane XIV-XIV of a ventilation tube of Figure 12;

FIGS. 15a and 15b are views similar to FIG. 14 of variants of a third example of a ventilation tube;

Figure 16 is a view similar to Figure 9 according to the third example of the ventilation tube;

- Figure 17 is a view similar to Figure 13 of a ventilation tube according to a fourth embodiment;

- Figure 18 is a view similar to Figure 11 of a ventilation tube according to the fourth embodiment;

- Figure 19 is a schematic perspective view of a portion of a feed device according to a fourth embodiment of the ventilation tube;

- Figure 20 is a view similar to Figure 8 of a heat exchange module provided with a ventilation device according to the fourth embodiment of the ventilation tube;

- Figure 21 is a view similar to Figures 13 and 17 of a ventilation tube according to a fifth embodiment;

FIG. 22 is a view similar to FIG. 20 of a heat exchange module provided with a ventilation device according to the fifth embodiment of the ventilation tube;

- Figure 23 is a perspective view of a ventilation device according to another example;

FIG. 24 is a partial perspective view of the device of FIG. 23; - Figure 25 is a sectional view along the plane IV-IV of Figure 23;

- Figure 26 is a perspective view of a ventilation device according to yet another example;

- Figure 27 is a sectional view along the plane VI-VI of Figure 26;

- Figure 28 is a partial perspective view of a ventilation device according to another example;

FIG. 29 is a perspective view of a variant of a turbomachine;

FIG. 30 is a partial perspective view of the turbomachine variant of FIG. 29;

- Figure 31 is a view similar to Figure 13 of another example of a ventilation tube;

Figure 32 is a sectional view along the plane XXXI-XXXI of another example of a ventilation tube;

FIGS. 33 to 36 are views similar to FIG. 32 of variants of ventilation tubes, FIG. 33 being in particular a sectional view along the plane XXXI-XXXI of the ventilation tube of FIG. 31;

FIG. 37 represents an example of variation of the static pressure obtained at the level of a heat exchanger as a function of the height of the openings of the ventilation tubes of an example of a ventilation device; FIG. 38 schematically represents the variation of the velocity profile of the air in the vicinity of a ventilation tube of an example of a ventilation device;

FIG. 39 represents the variation of the distance required between the ventilation tubes of the ventilation device and the heat transfer tubes of the heat exchanger to ensure a homogeneous mixture between the air ejected by the ventilation tubes and the flow of air. induced air, depending on the speed of the air flow ejected by the ventilation tubes;

FIG. 40 schematically illustrates steps for manufacturing an example of a bending ventilation tube;

FIG. 41 represents the variation of the total air flow passing through a heat exchanger as a function of the pitch of the tubes of the ventilation device, for three examples of heat exchangers, respectively with low pressure losses, with average pressure losses. and with high pressure drops;

- Figure 42 shows a longitudinal section another example of a ventilation tube of a ventilation device;

FIGS. 43 to 47 diagrammatically illustrate alternative air flow supply of the air intake manifolds of an example of a ventilation device. ventilation.

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

FIG. 1 shows a first exemplary embodiment of a heat exchange module with a heat exchanger 1 intended to equip a motor vehicle, equipped with a ventilation device 2 according to a first exemplary embodiment.

The heat exchanger 1 comprises heat-transfer tubes 4 in which a fluid is intended to circulate, in this case water, cooling liquid or refrigerant. Heat transfer tubes 4 are here substantially rectilinear and extend in a longitudinal direction. The heat-transfer tubes 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 tubes are substantially all of the same length.

More particularly, in the illustrated example, each heat transfer tube 4 has a substantially oblong cross section, and is delimited by first 4a and second 4b planar walls which are connected to fins 6 of heat exchange. For the sake of clarity, the fins 6 are not shown in Figure 1; the fins 6 are nevertheless visible, in particular in Figures 9 and 10.

The heat exchange module is equipped with a ventilation device 2 comprising a plurality of ventilation ducts 8. The ventilation ducts 8, in the same way as the heat-transfer tubes 4, can in particular be substantially rectilinear, so as to The ventilation tubes 8 are furthermore 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. Thus, the rows of ventilation tubes 8 and 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 can be adapted to the number of heat-transfer tubes 4. For example, for a conventional heat exchanger 1, the device for ventilation 2 may comprise for example at least ten ventilation tubes 8, preferably at least fifteen ventilation tubes 8, more preferably at least twenty-four ventilation tubes 8 and / or at most fifty ventilation tubes 8, preferably at least more than thirty-six ventilation tubes 8, more preferably not more than thirty ventilation tubes 8. The heat exchanger 1 may for example comprise 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. 1, is between 15 and 50% of the surface, preferably between 20 and 40%, and more preferably between 25 and 30%, defined in a plane perpendicular to the flow of air through the exchanger of heat, between two extremal 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.

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 by the ventilation tubes 8 with the induced air flow. An inhomogeneous mixture does not make it possible to cool the heat-transfer tubes 4 in a homogeneous manner, to correctly entrain the ambient air towards the heat-transfer tubes, and also to induce loss of charges which can be high.

It has been found by the inventors that too great a distance (beyond 150 mm) does not bring a clear improvement from a homogeneity point of view of the flow of air ejected by the ventilation tubes 8 with the induced air flow. Also, arranging the row of ventilation tubes 8 at a distance of less than or equal to 150 mm from the row of heat transfer tubes 4 makes it possible not to compromise the compactness of the heat exchange module, while maintaining a homogeneous mixture of the heat transfer flow. ejected air with the induced air flow.

Similarly, always to limit the volume occupied by the exchange module of heat, it can be ascertained that the height of the row of ventilation tubes 8 (the term here height 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, that is to say generally between 400 and 700 mm. For example, when the height of the row of heat transfer tubes 4 is 431 mm, it can be ensured that the height of the row of ventilation tubes 8 is substantially equal to or less than this value.

The ventilation device 2 further comprises a supply device 10 supplying air to the ventilation tubes 8 and supplying fluid to the heat-transfer tubes 4, a portion of the elements constituting it has been shown in FIGS. 1 and 2.

The feed device 10 comprises two bi-fluid manifolds 12, arranged at two opposite ends of the ventilation device 2, but only one of which has been shown in FIG. 1 for the sake of clarity.

With reference to FIGS. 2 to 7, a bi-fluid manifold 12 will now be described.

The bi-fluid manifold 12 comprises, on the one hand, an intake or fluid evacuation manifold 14 to which all the heat-transfer tubes 4 are connected and, on the other hand, an air intake manifold 16 to which are connected all the ventilation tubes 8. The fluid flowing in the heat transfer tubes 4 is for example water, coolant or refrigerant.

More specifically, the heat transfer tubes 4 are connected to the same fluid manifold 14 via one of their ends comprising a fluid intake inlet 18, and the ventilation tubes 8 are connected to the same air intake manifold 16 via one of their ends, comprising an air intake inlet 20.

For reasons of simplification of its manufacture and in order to limit the volume occupied by the heat exchanger 1 and the ventilation device 2, all the fluid intake inlets 18 and all the fluid outlets, on the one hand, and all the air intake inlets 20, on the other hand, can be respectively contained in the same plane.

In the following, the example of a fluid intake manifold is described, it being understood that a similar configuration is performed at the opposite end of the heat transfer tubes, by a fluid evacuation manifold.

The fluid intake manifold 14 is connected to a device for moving fluid through a fluid supply duct 22 (visible in FIGS. 2, 3, 4 and 6) opening into the fluid intake manifold. 14. As this fluid-moving device is a conventional fluid-moving device for a motor vehicle heat exchanger, it has not been represented on the figures and will not be described here.

Similarly, the air intake manifold 16 is connected to air propulsion devices 21 (which can also be called "means for moving air" or "means for generating an air flow By an air supply duct 24 (visible in FIGS. 2, 3, 4 and 6) opening into the air intake manifold 16. The air propulsion devices 21 may be, for example, one or several turbomachines, and / or one or more centrifugal fans, axial, tangential or return channel (called "mixed flow fan" in English).

According to one possible embodiment, the propulsion devices of an air flow supplying the at least one air collector and the ventilation tubes may be installed at a distance from the at least one air collector and the ventilation tubes. . This offers more freedom in the design of the heat exchange module including the ventilation device and the heat exchanger. This also makes it possible not to encumber the passage section of the air towards the heat exchanger, as is the case with the drive motors of the fans of conventional fans for a motor vehicle.

The air propulsion devices 21 are, for example, a turbomachine 23, shown in FIG. 2, where the latter feeds the two air intake manifolds 16 with two bi-fluid manifolds 12 arranged at each end of the engine. heat exchanger 1, that is to say at each end of the ventilation tubes 8 and heat transfer tubes 4. Alternatively, a turbomachine 23 can feed a single intake manifold 16 and not two. Also, one or more turbomachines can be implemented to supply each air intake manifold 16 or all the air intake manifolds 16.

Advantageously, each air intake manifold 16 is devoid of any other opening than the orifices in which the ventilation tubes 8 open and mouths intended to be in fluid communication with one or more turbomachines for supplying air flow. the air intake manifold considered. In particular, each air intake manifold 16 is preferably devoid of an opening oriented towards the heat exchanger 1, which in this case would make it possible to eject a part of the flow of air flowing through the collector. air 16, 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 or the air collectors 16, is preferably distributed between substantially all the ventilation tubes 8. This allows a more homogeneous distribution of this air flow.

The air propulsion devices 21 can be deported away from the tubes 8 through the air intake manifolds 16, as illustrated in Figure 2 where the air propulsion device 21 is not directly adjacent to the air intake manifolds 16.

The end 22e of the fluid supply duct opens into the fluid intake manifold 14, while the end 22s of a fluid discharge duct opens into the fluid discharge manifold. Furthermore, the end 24e of each air supply duct 24 opens into an air intake manifold 16 respectively. Each air intake manifold 16 may for example be tubular. In the first embodiment shown in Figures 1 to 11, the air intake manifolds 16 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.

In order to significantly reduce the volume of the bi-fluid intake manifold 12, and as can be seen in FIGS. 2 to 7, in particular in FIGS. 6 and 7 which show a side view of the collector b-fluid inlet 12 and another side view of the bi-fluid manifold 12 cut along the plane VII-VII, the fluid intake manifold 14 and the air intake manifold 16 can be made within the same room. In particular, the fluid intake manifold 14 and the air intake manifold 16 can be nested one inside the other. Alternatively, the fluid intake manifold 14 and the air intake manifold 16 may be at least partially included in each other.

In the first exemplary embodiment illustrated in FIGS. 1 to 11, the air intake manifold 16 fits or encloses the fluid intake manifold 14, which is embedded in the air intake manifold. However, it is possible to envisage a reverse configuration in which the air intake manifold 16 is fitted into the fluid intake manifold 14.

More specifically, here, the fluid intake manifold 14 comprises a central compartment 26 of substantially parallelepipedal general shape, having a projecting portion 28 in which opens the fluid supply conduit 22, this projecting portion 28 conforming to the tubular shape of the end 22e of the fluid supply duct 22.

The central compartment 26 of the air intake manifold 16 comprises a fluid ejection opening 30 of substantially rectangular cross section, made in an ejection face 32 of the central compartment 26.

The ejection face 32 extends opposite the fluid intake inlets 18 of the heat transfer tubes 4 to supply them with fluid. For this purpose, the ejection face 32 preferably extends in a plane normal to the elongation direction of the tubes 4. The fluid ejection opening 28 is intended, in a conventional manner, to be closed by a plate, often called a collector plate, arranged facing the ejection face 32. The collector plate is in particular visible on the left part of Figure 1.

As can be seen in FIGS. 4 to 6, the air intake manifold 16 comprises a plurality of air ejection orifices each made at the top of a respective tubular portion 36, each ejection orifice air being connected to a ventilation tube 8, and more particularly by its air intake inlet 20, at the end of the ventilation tube 8.

As illustrated, the central compartment 26 of the fluid intake manifold 14 is nested, or encased, in the air intake manifold 16 which matches its shape. The air intake manifold 16 envelopes the five faces of the central compartment 26 with the exception of the ejection face 32, as well as the shape of the projecting portion 28. For this purpose, the intake manifold air 16 comprises a convex portion 34 which matches the tubular shape of the end 22e of the fluid intake duct.

Because the air intake manifolds 16 and the fluid manifolds 14 are nested, it is not necessary to provide two manifolds on each side of the heat exchange module. On the contrary, in the illustrated example, two bi-fluid manifolds 12 are sufficient, a bi-fluid manifold 12 being disposed on each side of the heat exchange module. In addition, a bi-fluid collector 12, made in one piece, has a greater mechanical strength than two collectors adjacent or arranged side by side.

In the first example illustrated in Figures 1 to 12, the fluid intake manifold 14 and the air intake manifold 16 are integrally formed with each other. However, in other embodiments not shown, the fluid intake manifold 14 and the air intake manifold 16 are assembled, for example by brazing, gluing or crimping.

Preferably, the fluid intake manifold 14 and the air intake manifold 16 are both made of aluminum, polymeric material or polyamide, preferably PA66.

The ventilation tubes 8 will now be described in greater detail with reference to FIGS. 8 to 11 of the ventilation device 2 of the heat exchange module. 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, whether or not , made in one piece with the intake manifolds and fluid evacuation of the heat exchanger. An aerodynamic tube 8, as shown in FIG. 11 for example, has on at least one portion, preferably over substantially its entire length, a cross section comprising a leading edge 37, a trailing edge 38 opposite the edge 37 and here, disposed opposite the heat transfer tubes 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 in 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 which is opposite - that is to say which is not in front 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 faces the heat exchanger 1.

The distance c between the leading edge 37 and the trailing edge 38 is for example between 50 mm and 70 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 11, 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 FIG. 11 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 16, in particular substantially towards 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 extension of the aerodynamic tube 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 collector 16. Each opening 40 is also outside the air collector 16. The slot shape allows constitute a large air passage 46 towards 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 11, 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.

As illustrated in FIG. 8, 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 of this FIG. 8. Thus, alternatively, two aerodynamic tubes 8 adjacent to each other. are such that their first profiles 42 are vis-à-vis or, conversely, their second profiles 44 are vis-à-vis. As illustrated in FIG. 8, the distance between two adjacent aerodynamic tubes 8 whose second profiles 44 are facing each other is less than the distance between two adjacent aerodynamic tubes 8 whose first profiles 42 are facing each other. . 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 that the first profile 42 of the first aerodynamic tube 8 is opposite the first profile 42 of the second aerodynamic tube 8, measured according to the alignment direction of the aerodynamic tubes 8 is greater than or equal to 15 mm, preferably greater than or equal to 20 mm, and / or less than or equal to 30 mm, preferably less than or equal to 30 mm; or equal to 25 mm.

For each pair of aerodynamic tubes 8 whose openings 40 are in facing relation, the air flows F ejected by these openings 40 thus create an air passage 46 in which a part, called induced air I, of the ambient air A is driven 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, as illustrated for example in FIG. 9. Taking advantage of this phenomenon it is possible, thanks to the entrainment of the ambient air A in the created air passage 46, to obtain a flow of air sent to the heat-transfer tubes 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 F ejected by the slots and induced air I. Thus, it is possible to implement a power turbine engine reduced compared to a conventional fan propeller, 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. It is thus possible to maintain a larger passage section between the aerodynamic tubes 8, which favors the formation of a greater induced air flow.

The opening 40 is, in Figure 11, 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.

As shown in FIG. 37, the lower the height of the slot 40, the greater the speed of the airflow 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 exchangers that can be superimposed in the heat exchanger. heat exchange module. Indeed, the heat exchange module may comprise one or more heat exchangers of which one, several or all the exchangers can be cooled by the ventilation device. 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.

In particular, the heat exchanger 1 forming a resistance to the flow of air flowing therethrough, causing a pressure drop of said airflow, the height of the opening or openings 40 of the ventilation tubes 8 of the device ventilation 2 can be chosen according to said pressure drop caused by the heat exchanger 1. As illustrated in FIG. 37, the height of the opening (s) 40 of the ventilation tubes 8 and the overpressure generated by the ventilation device 2 may thus notably be connected by the equation:

AP = -45,534 e ² - 60.96xe + 201.44

Is the height of the opening or openings of the ducts 8 of the device ventilation; and

"ΔΡ" is the overpressure generated by the heat exchanger.

The outer (or outer) lip 40a here consists of the extension of the wall of the aerodynamic tube 8 defining the leading edge 37. The inner (or inner) lip 40b is constituted by a curved portion 50 of the first profile 42. end 51 of the inner lip 40b can extend, as shown in Figure 11, in the direction of 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 a flow of air flowing in this aerodynamic tube 8 is ejected through this opening 40, flowing along the first profile 42 substantially to the trailing edge 38 of the aerodynamic tube 8. The flow of airflow 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.

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, or for the same pitch of the aerodynamic tubes 8, a height h too large limits the section of passage between the aerodynamic tubes for the aerodynamic tubes. induced air flow. The total air flow directed to the heat exchanger can then be reduced as well.

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 by the opening 40, the first profile 42 of the aerodynamic tube 8 of the example of Figure 11 comprises a first part 52 substantially straight. The second profile 44 comprises, in the example illustrated in FIG. 11, a substantially rectilinear portion 48 extending preferably over a majority of the length of the second profile 44. In the example of FIG. 11, the length I 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 20 mm, preferably greater than or equal to 30 mm, and / or less than or equal to 60 mm. A relatively large length of this first rectilinear part is desired in particular to ensure the guiding of the air flow ejected from the opening 40. 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 part 52 with respect to the straight portion 48 of the second profile 44 makes it possible to accentuate the expansion of the total 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 1.

The first profile 42 may comprise, as illustrated in FIG. 11, a second rectilinear portion 38a, downstream of the first straight portion 52, in the direction of ejection of the airflow, 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 to the straight portion 48 of the second profile 44. rounded edge 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 FIG.

11 on 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 tubes aerodynamic 8 and the alignment direction of the row of 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 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 80 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 may 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. 11, 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 1 mm and / or less than or equal to 10 mm, preferably less than or equal to 5 mm. mm.

FIG. 11 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 relatively large aerodynamic tube 8 makes it possible to limit the pressure drops 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 this first embodiment still, as can be seen in Figures 9 and 10, so as to obstruct as little as possible the flow of air to the heat-transfer tubes 4 and the fins, the ventilation device 2 is advantageously arranged so that each aerodynamic tube 8 is vis-à-vis the front face 4f connecting the first 4a and second 4b planar walls of a heat pipe 4 corresponding.

As illustrated more particularly in Figure 10, the trailing edge 38 of each aerodynamic tube 8 is included in the volume defined by the first 4a and second 4b planar 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 (shown in dashed lines in this figure 10) as the first plane wall 4a and the second flat wall 4b of the tube. coolant 4 corresponding.

In particular, 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 is substantially equal to the distance separating the first wall 4a and the second wall 4b 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 1 mm and / or less than or equal to 10 mm, preferably less than or equal to 5 mm.

In other embodiments not shown, 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 between the first wall 4a and the second wall 4b of the heat transfer tube vis-à-vis which the aerodynamic tube 8 is disposed.

In the first exemplary embodiment shown, two heat transfer tubes 4 are contained in the volume defined by the air passage defined by the two aerodynamic tubes 8 of the same pair (see Figures 9 and 10). 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 is conceivable for an aerodynamic tube 8 to be disposed opposite each heat transfer tube 4, as in the second and third embodiments illustrated in FIGS. 12 to 14, and 15a, 15b and 16. , respectively.

In the second and third examples, 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 here symmetrical with respect to a plane CC, or plane of rope, passing through the leading edge 37 and the trailing edge 38 of the 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 air flow exiting the first opening 40 flows along at least a portion of the first profile 42. Similarly, 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 first embodiment, this can be achieved here by implementing the Coanda effect.

For the same reasons as those given for the first exemplary embodiment, the distance c between the leading edge 37 and the trailing edge 38 can also here be greater than or equal to 50 mm and / or less than 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 first example described. 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 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 heat pipes 4, while creating more active air passages in the volume available in front of the heat pipes 4. In addition, the symmetry of the profiles 42, 44 allows to have an air ejection along each side of the aerodynamic tubes 8. This embodiment avoids dead air blast zones (zones between two tubes of the ventilation device 2 and at which the ambient air A is not driven by the air ejected F by the tubes), which can for example exist between two aerodynamic tubes 8 of the ventilation device 2 according to the embodiment of Figure 8 (in this case between two aerodynamic tubes 8 neighbors whose second profiles 44 are respectivelyin vis-à-vis).

In other words, contrary to the first embodiment, an air passage 46 carrying ambient air A is created between each pair of adjacent aerodynamic tubes 8, as shown schematically in the case of the third example, in FIG. It should be noted here that, although FIG. 16 illustrates a heat exchange module comprising aerodynamic tubes according to the third example of realization, the arrangement of these aerodynamic tubes can be implemented also with aerodynamic tubes according to the second example.

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 27 mm, more preferably less than or equal to 25 mm. Indeed, as shown in Figure 41, for three different higher or lower pressure losses corresponding to different heat exchangers, a maximum total air flow is reached in these ranges. If the pitch between the aerodynamic tubes 8 is lower, the induced air flow is limited by a passage section between the low aerodynamic tubes. On the contrary, if the pitch is too large, the ejected airflow does not correctly create a induced airflow on 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 D between the aerodynamic tubes 8 and the heat-transfer tubes 4 may 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. mm. Indeed, with reference to FIG. 38 which illustrates the variation of the velocity profile of the air in the vicinity of an aerodynamic tube, the peak velocity of this profile tends to be reduced by deviating from the opening 40 in the aerodynamic tube. The 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 produced before the air flow arrives on the heat-transfer tubes 4. In fact, an air flow incident on the heat-transfer tubes, which is heterogeneous, does not allow optimum cooling of the heat-exchange tubes. heat transfer tubes and induces greater losses. However, the distance D between the aerodynamic tubes and the heat transfer tubes is preferably contained to limit the size of the cooling module.

FIG. 39 illustrates the variation of the length necessary to obtain a homogeneous mixture of the flow of air ejected by the opening 40 and of the induced air flow, as a function of the speed of the air flow ejected. This FIG. 39 shows that for a distance D between 5 mm and 150 mm, the mixture incident on the heat-transfer tubes 4 is substantially always homogeneous.

This range of 5 mm and 150 mm, and in particular 40 to 100 mm, provides a good compromise to maintain a certain compactness of the heat exchange module while providing a homogeneous mixture of ejected air flow with the air flow. armature.

In the second example illustrated in FIGS. 12 to 14, 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 edge leakage 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 of the air flow 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.

Therefore, unlike the first embodiment, the airfoil does not include a portion delimited by first and second parallel opposed planar 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 shown in FIGS. 12 to 14, this distance becomes zero at the trailing edge 38.

As can be seen in FIGS. 12 and 13, and more particularly in FIG. 13, the aerodynamic tubes 8 comprise, in this second embodiment, guiding means 56 for the flow of air flowing towards the opening 40.

The guiding means 56 guide the air from the air intake manifold 16, introduced into the aerodynamic tube 8 via the air intake inlets 20. In fact, given the orientation of the inputs 20, the air from the air intake manifold 16 initially flows into the aerodynamic tube 8 in a substantially longitudinal direction of the aerodynamic tube 8. The guide means 56 serve to facilitate the deflection the flow of air so that it is directed towards the openings 40. In other words, the guide means 56 facilitate the "turning" of the air flow from the inlet ports 20 to the opening 40 practiced in the outer wall 41 of the aerodynamic tube.

Preferably, and as can be seen in FIG. 12 in particular, all the aerodynamic tubes 8 comprise such guiding means 56 of the air flow. These guide means 56 here take the form of a plurality of deflectors 58 coming from material with the aerodynamic tube 8 which is provided.

The deflectors 58 are preferably arranged regularly along the aerodynamic tube 8. The number of deflectors 58 may naturally vary. The deflectors 58 are preferably disposed near the opening 40, as can be seen in FIG. 13, and more particularly connect the profiles 42 and 44 of the aerodynamic tube 8. To facilitate the guiding of the air flow they extend in a plane substantially normal to the longitudinal direction of the aerodynamic tube 8.

It may be noted here that aerodynamic tubes 8 whose first and second profiles 42, 44 are not symmetrical with respect to the chord plane CC, such as those of the first embodiment illustrated in FIGS. 1 to 6, may also comprise airflow guiding means similar to those of the second embodiment.

It may also be noted, moreover, in this second embodiment, and as can be seen in FIG. 12, that the feed device 10 of the heat exchanger is composed of two pairs of fluid collectors 14 and This is an alternative to the use of bi-fluid intake manifolds 12 of the first embodiment. However, the use of two bi-fluid intake manifolds 12 is quite possible in this second embodiment, and is even a preferred variant.

Advantageously, here too, each air intake manifold 16 is devoid of any other opening than the orifices in which the aerodynamic tubes 8 open and any mouths intended to be in fluid communication with one or more turbomachines for supplying fuel. air flow the air intake manifold considered. In particular, each air intake manifold 16 is preferably devoid of an opening oriented towards the heat exchanger 1, which in this case would make it possible to eject a part of the flow of air flowing through the collector. air 16, directly towards the heat exchanger 1, without traversing at least a portion of an aerodynamic tube 8. Thus, all the air flow created by the turbine engine or turbomachines or the air collectors 16 , is preferably distributed between substantially all aerodynamic tubes 8. This allows a more homogeneous distribution of this air flow.

In the third embodiment illustrated in FIGS. 15a and 16, 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. 15a, the 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 straight portions 60 is less than 180 °, especially less than 90 °.

On the contrary, in the variant of FIG. 15b, the trailing edge 38 is disposed between the two rectilinear 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 °.

It may be noted here that the aerodynamic tubes 8 of the third embodiment illustrated in FIGS. 14, 15a, 15b may also include means 56 for guiding the flow of air similar to those of the second embodiment.

Fourth and fifth embodiments respectively illustrated in FIGS. 17 to 19 and 20 to 22 will now be described.

In these fourth and fifth exemplary embodiments, at least one aerodynamic tube 8 of the ventilation device 2 is integral with a heat-transfer tube 4 of the heat exchanger 1. In other words, each aerodynamic tube 8 and the heat pipe 4 associated form a single piece. In what follows, however, the distinction between these two categories of tubes will be maintained for the sake of comprehension.

In the examples shown in these figures, all the aerodynamic tubes 8 are each integral with a heat-transfer tube 4. However, it can be envisaged that only a portion of the aerodynamic tubes 8 are integral with one or more heat-transfer tubes 4. Furthermore, a single heat-transfer tube 4 is disposed between two aerodynamic tubes 8, but it could be envisaged that several heat-transfer tubes 4 are arranged between two aerodynamic tubes 8, or that all the heat-transfer tubes 4 are connected to aerodynamic tubes 8.

More particularly, in the fourth embodiment, as can be seen in FIGS. 17 and 21 in particular, each aerodynamic tube 8 is connected to a heat-transfer tube 4 by its trailing edge 38. Preferably, each aerodynamic tube 8 is connected to a heat-transfer tube 4 by a substantially plane connecting wall 62 extending from the trailing edge 38 of the aerodynamic tube 8.

The connecting wall 62 preferably extends in a plane connecting the leading edge 37 to the trailing edge 38, in order to limit as much as possible the disturbances of the flow of air coming from the opening 40. along the first profile 42 and the second profile 44, as the case may be (in FIGS. 17 and 18, along the first profile 42 only).

In order to simplify the shape, and to reinforce the mechanical strength of the assembly composed of the aerodynamic tube 8 and the heat-transfer tube 4, the connecting wall 62 preferably extends in a plane parallel to the first 4a, and second 4b planar walls. heat transfer tube 4, as can be seen in Figures 17 and 21. In the fourth embodiment illustrated in Figures 17 to 20, the aerodynamic tube 8 has a section similar to that of the first embodiment. The sizing quantities already given with regard to this first exemplary embodiment are thus valid here in the context of this fourth exemplary embodiment.

Optionally, and as can be seen in Figures 17 and 18, the aerodynamic tube 8 also comprises a mechanical reinforcement 64 connecting the end 51 of the inner lip 40b to the right portion 48 of the second profile 44. On the As shown in FIG. 17, the mechanical reinforcement 64 takes the form of reinforcement walls. Each reinforcing wall may extend over a small portion of the length of the aerodynamic tube 8. However, the dimensions of the reinforcement walls may vary.

In the same way as in the previous embodiments, the aerodynamic tube 8 connected to the heat transfer tube 4 can be obtained by folding an aluminum foil for example, or by three-dimensional printing. The aerodynamic tube may in particular be plastic, in particular polyamide, or metal, especially aluminum or aluminum alloy.

Because the aerodynamic tubes 8 are in one piece with a corresponding heat-transfer tube 4, in the fourth and fifth embodiments, the fluid collector (s) 6 and the air intake manifold (s) 16 may advantageously be mounted in one piece, as can be seen in Figures 20 and 22, and as already described in the context of the first embodiment.

In the two exemplary embodiments of FIGS. 17 to 22, the air intake manifold 16 is integral with the fluid manifold 14. As can be seen in FIG. 19, the fluid inlets or outlets 18 (FIG. according to whether it is a fluid intake manifold or a fluid discharge manifold) and air 20 are in contact with a common manifold plate 66 to the two fluid manifolds 14 and air 16. A separating plate 68 defines the compartments of air and fluid.

The fifth exemplary embodiment, illustrated in FIGS. 21 and 22, is similar to the fourth embodiment and differs only in that the first and second profiles 42, 44 of each aerodynamic tube 8 are symmetrical with respect to a plane rope passing through the leading edge 37 and the trailing edge 38 of the aerodynamic tube 8, as in the second and third embodiments. The sizing data indicated for these second and third exemplary embodiments remain valid for this fifth exemplary embodiment.

More specifically, the cross section of the aerodynamic tubes 8 is in this fifth exemplary embodiment, identical to that of the aerodynamic tubes 8 of the second embodiment.

Furthermore, the aerodynamic tubes 8 are provided with airflow guiding means 56 in the form of deflectors 58 similar to those of the second embodiment.

Figures 23 to 30 are now described in detail.

As already indicated in connection with the preceding figures, the aerodynamic tubes 8 of the ventilation device 2 are substantially rectilinear, parallel to each other and aligned so as to form a row of aerodynamic tubes 8.

Preferably, the heat-transfer tubes 4 and the aerodynamic tubes 8 are all parallel to each other. Thus, the rows of aerodynamic tubes 8 and heat transfer tubes 4 are themselves parallel. In addition, the aerodynamic tubes 8 are arranged so that each of them is opposite a heat-transfer tube 4.

The structure of the tubes 8 and their arrangement for generating a Coanda effect have already been described with reference to the preceding figures.

The ventilation device 2 further comprises at least one air manifold 16 connecting one end of each aerodynamic tube 8, comprising an air intake inlet 20, in order to supply air to the inside of the aerodynamic tubes 8, which allows to send air homogeneously to the inside of each aerodynamic tube 8. Indeed, as will be explained better below, each air collector 16 can allow a flow and a pressure of substantially identical air at each end 20 of each aerodynamic tube 8 connected to the air collector 16, especially when an air propulsion device is integrated with the air collector 16.

In the embodiments of FIGS. 23 to 28, it can be seen that the ventilation device 2 comprises two air collectors 16. Thus, the aerodynamic tubes 8 are, preferably, connected at each of their ends to one of the collectors. air 16 to homogenize the air flow along each aerodynamic tube 8. Preferably, each air collector 16 is made of aluminum, aluminum alloy, polymeric material or polyamide, preferably PA66 .

Advantageously, each air intake manifold 16 is here devoid of any other opening than the orifices in which the ventilation tubes 8 open. In particular, each air intake manifold 16 is preferably free of an opening oriented towards direction of the heat exchanger 1, which would in this case to eject a portion of the air flow through the air collector 16, directly towards the heat exchanger 1, without browsing at least a portion a ventilation tube 8. In this embodiment, each air manifold 16 receives at least one air propulsion device 21, arranged to suck air and send it inside each aerodynamic tube 8, this integration allowing in particular optimize the space needed.

For reasons of simplification of manufacture and compaction, the air manifolds 16 could also be used to collect the fluid of the heat-transfer tubes 4 (as described and illustrated for the first embodiment of Figures 1 to 7).

In the embodiment of FIGS. 23 and 24, each air collector 16 is substantially cylindrical (according to another possible alternative, they could be oblong) and comprises a substantially vertical series of orifices intended to receive, each, an end of In addition, each air manifold 16 has at least one air suction opening 17 located on its outer surface substantially symmetrically with respect to said series of orifices to allow said at least one an air propulsion device 21 to be supplied with ambient air.

In FIG. 23, it can be seen that each air manifold 16 comprises a single opening 17. However, according to another possible embodiment, an air collector 16 may comprise several openings, preferably evenly distributed over the height of the collector 16.

The opening 17 may have a substantially oblong shape.

The opening 17 has a length preferably at least of the order of 50% of a length of the air collector 16.

In Figure 23, the opening 17 extends substantially over the entire height of the cylinder of its associated air collector 16.

Advantageously, each air collector 16 comprises an air propulsion device 21, for example formed by a turbomachine or a tangential fan 23 as best seen in FIG. 24.

Each turbomachine or tangential fan 23 may include in particular an actuator 29 moving on command a blade wheel 33 filling substantially the entire interior of its associated air collector 16. The actuator 29 may be of the mechanical, electrical or pneumatic type.

It is thus immediately understood that the flow rate and the air pressure, which will be exerted at each end of the aerodynamic tube 8, will be substantially identical for each air collector 16. Similarly, if the air collectors 16 and their associated air propulsion 21 are identical, the same flow and the same air pressure will be exerted at all ends, via the air intake inlets 20 of the tubes 8. More precisely for each air manifold 16, as shown in Figure 25, when the ventilation device 2 is active, sucked air B passes through the suction opening 17 and is driven by the wheel at dawn 33 to the series of orifices each connected to an aerodynamic tube end 8. It can be seen that air supply C is thus sent inside each aerodynamic tube 8 to, as explained above, generate via the projection opening 40, an air flow 46.

In the embodiment illustrated in FIGS. 26 and 27, each air collector 16 is substantially cylindrical (according to another possible alternative, they could be oblong) and comprises a substantially vertical series of orifices (here eighteen in number). by way of example) intended to each receive one end of one of the aerodynamic tubes 8 (also eighteen in this example). In addition, each air manifold 16 has at least one air suction opening 17 situated at one of its ends in a manner substantially perpendicular to said series of orifices to allow said at least one propulsion device. air 21 to be supplied with ambient air. In FIG. 26, it can be seen that each air collector 16 comprises a single opening 17 of substantially circular shape, disposed at one end of the overall longitudinal shape of the air collector, and over substantially the entire internal diameter of the air cylinder. its associated air collector 16.

In this embodiment also, each air collector 16 comprises an air propulsion device 21 formed by a turbomachine or a tangential fan 23 as best seen in FIG. 27. More precisely, each tangential fan 23 comprises an actuator 29. customarily moving a paddle wheel 33 substantially filling the entire interior of its associated air manifold 16. The actuator 29 may be of the mechanical, electrical or pneumatic type.

It is thus immediately understood that the flow rate and the air pressure, which will be exerted at each end via the aerodynamic tube air intake inlets 8, will be substantially identical for each air collector 16. Similarly, if the air collectors 16 and their associated air propulsion device 21 are identical, the same flow rate and the same air pressure will be exerted at all the ends of the aerodynamic tubes 8. More precisely for each air collector 16, as shown in FIG. 27, when the ventilation device 2 is active, sucked air B passes through the suction opening 17 and is then driven by the impeller 33 towards the series of orifices each connected to a aerodynamic tube end 8. It is found that the air blown C is thus sent inside each aerodynamic tube 8 to, as explained above, generate, via the opening 40 projection, a flow of air 46.

According to another embodiment illustrated in FIG. 28, at least one collector air 16 could have air propulsion devices 21 _1; 21 ₂ . By way of non-limiting example, as can be seen in FIG. 28, when the ventilation device 2 is active, air could be sucked by one (or more) opening (s) 17 of suction to be driven by first and second vane wheels 33 ₁ , 33 ₂ , using first and second actuators 29 _1; 29 ₂ , towards the end of first and second series 8 _1; 8 ₂ of aerodynamic tubes 8. It is immediately apparent that the ventilation device 2 could thus selectively blow differentiated regions of one or more heat exchangers, such as the heat exchanger 1, that is to say only by the first series 8 _1; only by the second series 8 ₂ or by the first and second series 8 _1; 8 ₂ at the same time, with or without the same rate.

In addition, the air propulsion devices 21 can not be limited to a turbomachine or a tangential fan 23, but could also be of the axial type, helical or any other type of compact fan. Thus, according to a variant of air propulsion devices 21 illustrated in Figures 29 and 30, one (or more) centrifugal fan (s) 23 could be replaced by one (or more) fan (s) helical (helical) ) In each air manifold 16 of any of the embodiments. It is understood in particular that a centrifugal fan 23 could be replaced by several helical fans 25 in the same air collector 16. Each helical fan 25 can thus comprise an actuator 29 of the mechanical, electrical or pneumatic type moving on command a propeller 31 in a hole 35 envelope as shown in Figure 29 to allow the suction of air to send it to the ends of the aerodynamic tubes 8 with the same effects and advantages as those mentioned for the centrifugal fan 23.

Therefore, whatever the embodiment, the ventilation device 2 allows an optimization of the energy required for the ventilation of the heat exchangers that comprises the heat exchange module, such as the heat exchanger 1, in comparison with the use of a conventional propeller whose motorization means consume a lot of energy. In addition, the integration of air propulsion device makes it possible to blow air in a more homogeneous and controlled manner in the air collector at the ends of the ventilation tubes 8. The ventilation tubes 8 then have a flow air inlet which is roughly equivalent for all tubes, which allows to generate a more homogeneous airflow with the ventilation device. In addition, the integration of air propulsion devices to one or more air collectors makes it possible to gain compactness, and to provide a ventilation device 2 that can be housed more easily in a motor vehicle.

In addition, each air propulsion device 21 such as a turbomachine being integrated into an air collector 16 of the ventilation device 2, it is no longer necessary use heat exchangers equipped with a ventilation propeller. It is furthermore understood that the ventilation device 2 advantageously makes it possible to propose a homogeneous flow thanks to the aerodynamic tubes 8, unlike a propeller whose blades generate a turbulent flow and ventilate a rather circular surface, and not to block the flow of the ambient air to the tubes 4 and the fins 6 when the ventilation device 2 is off, unlike a propeller whose fixed blades and the engine in the center of the propeller limit the heat exchange.

Figures 31 to 36 will now be described in more detail.

FIGS. 31 and 33 illustrate a sixth exemplary embodiment, in which at least one of the aerodynamic tubes 8 comprises distribution means 70 for the flow of air F traveling through the aerodynamic tube 8. In other words, these distribution means are intended to directing at least a portion of the air flow feeding the aerodynamic tube 8 to different portions of the length of the aerodynamic tube 8. This thus ensures that the aerodynamic tube is supplied substantially homogeneously airflow F over its entire length. The heat exchanger is then ventilated substantially more uniformly.

More particularly, the distribution means 70 comprise a plurality of distribution walls 72 defining a passage of the air flow between one of these partition walls 72 and:

another distribution wall 72, or

a wall of the aerodynamic tube 8, here the wall 74 defining the leading edge 37.

The partition or walls 72 may extend over substantially the entire height of the aerodynamic tube 8.

In the variants shown in Figures 34 and 35, the partition walls 72 are four in number and are arranged symmetrically with respect to a plane normal to the longitudinal direction of the aerodynamic tube 8 located at half the length of the tube. This plane is embodied in particular in the examples of Figures 32 to 34 by a flat partition 76 forming partitioning means 78 hermetically separating the aerodynamic tube 8 into two spaces E1 and E2 contiguous.

In this way, each of the spaces E1 and E2 of the aerodynamic tube 8 is divided, in the examples of FIGS. 33 and 34, into three distinct internal volumes V1, V2, V3. In other words, the partition walls 72 distribute the flow of air F in these three volumes V1, V2, V3.

Preferably, the distribution walls 72 are integral with the aerodynamic tube 8.

Moreover, in order to limit the losses, the distribution walls 72 extend from the leading edge 37. The partition walls 72 extend for example at an angle with a first planar portion 82 extending substantially from the leading edge 37 towards the end 80 aerodynamic tube 8 nearest.

More precisely, in the variants illustrated in FIGS. 33 to 35, the distribution walls 72 each comprise a first planar portion 82 extending, starting from the leading edge 37, in a direction substantially perpendicular to the longitudinal direction of the aerodynamic tube. 8. The partition walls 72 also include a second planar portion 84 extending from the first planar portion 82 and at an angle to the first planar portion 82.

So as to guide the air flow F and thus better distribute it over the length of the aerodynamic tube 8, the end of the second portion 84, opposite the first flat portion 82, is oriented towards the end 80 of the aerodynamic tube closest to the distribution wall 72.

In order to limit the pressure drops, the angle between the first planar portion and the second flat portion is between 60 ° and 160 °, preferably between 90 ° and 120 °.

The partition walls 72 may also comprise, as illustrated, each a third planar portion 86 extending from the second planar portion 84 and at an angle to the second planar portion 84.

In order to guide the air flow F and thus better distribute it over the length of the aerodynamic tube, the free end 86E of the third flat portion is oriented towards the end 80 of the aerodynamic tube closest to the wall of distribution 74.

In a first variant represented by the examples of FIGS. 33 and 35, first distribution walls 90 extend to the end 80 of the nearest aerodynamic tube. Specifically, the third flat portion 86 extends so that the free end 86E reaches the end 80 of the aerodynamic tube 8, the closest. These first two partition walls 90 are here closest to the end 80 of the aerodynamic tube.

In a second variant represented by the example of FIG. 33, first partition walls 95 extend towards the end 80 of the nearest aerodynamic tube, without reaching it. The first distribution walls 95 extend in a rectilinear extension direction, the extension direction of the or each distribution wall 95 forming a non-flat angle with the longitudinal direction of the tube 8. In a third variant represented by the examples of FIGS. 34 and 35, not only first distribution walls 90 extend to the end 80 of the aerodynamic tube 8, the closest, in the same way as in the first variant , but second repair walls 92 also extend to the end 80 of the aerodynamic tube 8, the closest.

More specifically, their third flat portion 86 extends so that the free end 86E reaches the end 80 of the aerodynamic tube 8. These two first distribution walls 92 are here the closest to the partition 76. Thus, in this In this embodiment, all the repair walls 72 extend to an end 80 of the aerodynamic tube.

Moreover, in the exemplary embodiment shown in FIGS. 31 and 33, and in the variants represented in FIGS. 32, 34 to 36, at least one aerodynamic tube 8 comprises guide means 94 for the flow of air making it possible to orient the air flow F at its outlet openings 40. In particular, these guide means 94 guide the flow of air F through the aerodynamic tube 8, and are configured to deflect the air flow F with respect to a longitudinal direction of the aerodynamic tube 8. It is thus possible to increase the efficiency of the ventilation provided by the ventilation device.

More particularly, the guiding means 94 may be configured so that the flow of air flows, at its exit from the aerodynamic tube 8, in a direction substantially normal to the plane of the opening 40.

The guide means 94 are preferably deflectors 96 integral with the aerodynamic tube 8, preferably arranged regularly along this tube.

In order to limit the pressure drops, the deflectors 96 extend from the leading edge 37.

In order to improve the guiding of the air flow F, the deflectors 96 extend over substantially the entire height of the ventilation tubes 8.

More particularly, the deflectors 96 comprise a first planar portion 98 extending, from the leading edge 37, in a direction substantially perpendicular to the longitudinal direction of the aerodynamic tube 8, and a second planar portion 100 extending from of the first planar portion 98 and making an angle with the first planar portion 98. For example, the angle between the first flat portion 98 and the second flat portion 100 is between 60 ° and 160 °, preferably between 90 ° and 120 °.

In order to improve the guiding of the air flow, the free end 100E of the second flat portion 98 is oriented towards the end 80 of the aerodynamic tube. closer to the deflector 96.

In order to limit the turbulence in the aerodynamic tube 8 and the pressure drops, in variants shown in FIGS. 35 and 36, the aerodynamic tube 8 is provided with filling means 102 filling a portion of the aerodynamic tube 8 so as to delimit an EC space aerodynamic tube 8 in which the air flow F can not flow. These filling means may comprise in particular plastic or aluminum, which may for example be identical to the material of which the aerodynamic tubes are composed, or may comprise foams for example.

Finally, contrary to the examples of Figures 31 to 36 which are symmetrical with respect to a median plane of the aerodynamic tube 8, perpendicular to a longitudinal direction of the aerodynamic tube 8, the example of Figure 42 is asymmetrical with respect to such a plane. More specifically, this aerodynamic tube 8 comprises means 104 for asymmetric distribution of the air flow through the aerodynamic duct 8 to the opening 40. Here, in fact, the aerodynamic tube is intended to be supplied with air flow by its two longitudinal ends 80. However, two partition walls 72 are provided which guide the flow of air from a first end 80a to a first portion 40a of the opening 40, while two partition walls 72 allow to guiding the flow of air from a second end 80b, opposite the first end 80a of the aerodynamic tube 8, to a second portion 40b of the opening 40, so that the first and second portions 40a, 40b are asymmetrical . In particular, the first and second portions 40a, 40b of the opening 40 being complementary, the length _L of the first portion 40a may be between one quarter and one third of the total length of the opening 40.

Such means of asymmetric distribution of the air flow passing through the aerodynamic tube 8 make it possible in particular to adapt the total air flow to the heat exchanger 1, in particular to cool further a zone of this heat exchanger that another by creating a greater total airflow in this area or to overcome a greater pressure drop in this area. This can especially be achieved with a single turbine engine supplying the two air intake manifolds symmetrically, or with two identical turbomachines each supplying the ventilation device through a respective air intake manifold, again so symmetrical.

Moreover, with reference to FIGS. 43 to 47, it should be noted that the ventilation device 2 may comprise one or more air propulsion devices 21, in particular turbomachines, supplying the aerodynamic tubes 8 via air flow via the air intake manifold or manifolds 16. The air intake manifold or manifolds may in particular extend mainly in a longitudinal direction between a first end 16i and a second end 16 ₂ . The or each intake manifold can then be supplied with air flow by one or more common or, conversely, respective turbomachines. In particular, as illustrated by the arrows CF, in FIG. 43:

- An outlet of the air intake manifold or each air intake manifold 16, at the first end 16 _1; may be in fluid communication with at least one air propulsion device 21; - An outlet of the air intake manifold or each air intake manifold 16, at the second end 16 ₂ , may be in fluid communication with at least one air propulsion device 21;

- An outlet disposed between the first 16i and second 16 ₂ ends, including mid-distance between the first and second ends of the air intake manifold or each air intake manifold 16, can be in communication fluid with at least one air propulsion device 21.

In the following, unless otherwise stated, the described fluid communications are the only existing ones.

FIG. 44 illustrates a first example in which a single air propulsion device 21 is used to feed airflow to the two air intake manifolds 16 disposed at both ends of the aerodynamic tubes 8. This device air propulsion 21 may for example be in fluid communication with the first ends 16 _1; here above, two air intake manifolds 16.

In FIG. 45, a first air propulsion device 21 is in fluid communication with the second end 16 ₂ , here below, of a first air intake manifold 16, while a second propulsion device air 21 is in fluid communication with the first end 16 _1; here upper, the second air intake manifold 16.

In FIG. 46, a first air propulsion device 21 is in fluid communication with an outlet 16c of a first air intake manifold 16, disposed substantially midway between the first and second ends 16i, 16 ₂ of the first air intake manifold 16. A second air propulsion device 21 is in fluid communication with the first end 16i of the second air intake manifold 16, while a third device Air propulsion 21 is in fluid communication with the second end 16 ₂ of the second air intake manifold. In FIG. 47, four air propulsion devices 21 are implemented, each of the air propulsion devices 21 being in fluid communication with a respective outlet of the first and second air intake manifolds 16, made at the first and second ends 16i, 16 ₂ of the air intake manifolds 16.

Finally, the aerodynamic tubes described in the application can in particular be obtained by molding, extrusion, stamping or folding. These aerodynamic tubes 8 can in particular be one of a plastic material, in particular a polyamide (PA), a polycarbonate (PC), a polyvinyl chloride (PVC), a polymethylmethacrylate (PMMA), and a metallic material such as than aluminum or an aluminum alloy.

In particular, FIG. 40 illustrates the steps for producing a symmetrical aerodynamic tube 8, with two openings 40. Initially, holes 108 are formed in a sheet 106. Then the sheet 106 is folded according to the desired aerodynamic tube model 8. Here, for example, one forms two half-tubes 8 '(actually two aerodynamic tubes 8 having a single opening 40) identical or symmetrical. Finally, the two half-tubes 8 'are fixed together to form a symmetrical aerodynamic tube 8. Alternatively, the half-tubes 8 'are not made by folding, but by any other method accessible to those skilled in the art, including molding, extrusion or stamping. According to a variant also, one or more heat transfer tubes 4 can be made integrally with the aerodynamic tube 8, in particular with a single half-tube 8 'or with each half-tube 8'.

It is then possible to make a ventilation device by manufacturing the aerodynamic tubes as described above, by supplying the air intake manifold (s) 16 and fixing the aerodynamic tubes 8 to the intake manifold (s). air 16. This attachment may in particular be performed by welding, soldering, gluing or plastic deformation of the aerodynamic tubes and / or the air intake manifolds or collectors.

To form a heat exchange module, a heat exchange device is also provided with heat transfer tubes, which is associated with the ventilation device so that the ventilation device is adapted to generate a flow of heat. air to the heat pipes. In the case where the heat-transfer tubes 4 are made of material with the aerodynamic tubes 8, this step can then consist in fixing the heat-transfer tubes between two collectors of cooling fluid, at each end of the heat-transfer tubes 4. This can be done according to the same processes as those used to attach the aerodynamic tubes 8 to the air intake manifolds.

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

Furthermore, the embodiments shown in the figures illustrate an exchanger-type heat exchanger for cooling a vehicle engine. However, the ventilation device can generate a flow of air through any other heat exchanger of a motor vehicle, such as a high temperature heat exchanger and / or low temperature, a condenser, a heat exchanger for air cooling overeating, etc. The heat exchange module may similarly include any such heat exchanger.

Claims

1. Ventilation device (2) for generating a flow of air towards a motor vehicle heat exchanger (1), comprising:

ducts (8);

- At least one air manifold (16) having orifices, each duct opening at one of its ends into a separate orifice of the air collector (16), the ducts being provided with at least one opening distinct from their ends. and located outside the air manifold,

- At least one air propulsion device (21) arranged in said at least one air collector.

2. Device (2) according to the preceding claim, comprising at least one opening (17) of air suction for said at least one air propulsion device (21).

3. Device (2) according to the preceding claim, wherein said at least one opening (17) of air suction is located on an outer surface of said at least one air collector (16).

4. Device (2) according to the preceding claim, wherein said at least one opening (17) has a length at least equal to 50% of the length of the air collector.

5. Device (2) according to one of claims 2 to 4, wherein said at least one air collector (16) is substantially cylindrical or oblong, the orifices of said at least one air collector (16) in which open out the ends of the ducts (8) being aligned along a longitudinal direction of the air collector (16), said at least one opening extending in a longitudinal direction of the air collector (16) diametrically opposite relative to to the direction of alignment of the orifices.

6. Device (2) according to one of claims 2 to 5, wherein said at least one opening (17) air suction is located at one end of said at least one air collector (16).

7. Device (2) according to any one of the preceding claims, wherein said at least one air propulsion device (21) comprises a turbomachine, a centrifugal fan (23) and / or a helical fan (25) and / or an axial and tangential fan.

8. Device (2) according to any one of the preceding claims, comprising two air collectors (16), the first air collector (16) being connected to one end of each duct (8), the second air collector (16) being connected to the other end of each duct (8).

9. Device (2) according to any one of the preceding claims, wherein each duct (8) has a 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 one of the first and second profiles (42; 44), said at least one opening (40) being configured such that an airflow exiting from the opening (40) flows along at least a portion of said one of the first and second profiles (42, 44).

10. Heat exchange module for a motor vehicle comprising a heat exchanger and a ventilation device (2) according to one of the preceding claims.

11. Ventilation device (2) for generating a flow of air towards a motor vehicle heat exchanger (1), comprising:

- air guides (8);

at least one air propulsion device (21) arranged in at least one air manifold configured to distribute air set in motion by the air propulsion device (21) towards the air guides (8)

the air guides (8) being configured to direct air distributed by the air collector (21) to said heat exchanger (1).