EP3589845B1 - Belüftungsvorrichtung mit rohren mit optimierter neigung für ein wärmeaustauschmodul eines kraftfahrzeugs - Google Patents

Belüftungsvorrichtung mit rohren mit optimierter neigung für ein wärmeaustauschmodul eines kraftfahrzeugs Download PDF

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Publication number
EP3589845B1
EP3589845B1 EP18723581.7A EP18723581A EP3589845B1 EP 3589845 B1 EP3589845 B1 EP 3589845B1 EP 18723581 A EP18723581 A EP 18723581A EP 3589845 B1 EP3589845 B1 EP 3589845B1
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Prior art keywords
air
tubes
equal
aerodynamic
ventilation
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EP18723581.7A
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English (en)
French (fr)
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EP3589845A1 (de
Inventor
Kamel Azzouz
Michael LISSNER
Amrid MAMMERI
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Valeo Systemes Thermiques SAS
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Valeo Systemes Thermiques SAS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04F—PUMPING OF FLUID BY DIRECT CONTACT OF ANOTHER FLUID OR BY USING INERTIA OF FLUID TO BE PUMPED; SIPHONS
    • F04F5/00—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow
    • F04F5/14—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow the inducing fluid being elastic fluid
    • F04F5/16—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow the inducing fluid being elastic fluid displacing elastic fluids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04F—PUMPING OF FLUID BY DIRECT CONTACT OF ANOTHER FLUID OR BY USING INERTIA OF FLUID TO BE PUMPED; SIPHONS
    • F04F5/00—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow
    • F04F5/14—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow the inducing fluid being elastic fluid
    • F04F5/16—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow the inducing fluid being elastic fluid displacing elastic fluids
    • F04F5/20—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow the inducing fluid being elastic fluid displacing elastic fluids for evacuating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04F—PUMPING OF FLUID BY DIRECT CONTACT OF ANOTHER FLUID OR BY USING INERTIA OF FLUID TO BE PUMPED; SIPHONS
    • F04F5/00—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow
    • F04F5/44—Component parts, details, or accessories not provided for in, or of interest apart from, groups F04F5/02 - F04F5/42
    • F04F5/46—Arrangements of nozzles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04F—PUMPING OF FLUID BY DIRECT CONTACT OF ANOTHER FLUID OR BY USING INERTIA OF FLUID TO BE PUMPED; SIPHONS
    • F04F5/00—Jet pumps, i.e. devices in which flow is induced by pressure drop caused by velocity of another fluid flow
    • F04F5/44—Component parts, details, or accessories not provided for in, or of interest apart from, groups F04F5/02 - F04F5/42
    • F04F5/46—Arrangements of nozzles
    • F04F5/466—Arrangements of nozzles with a plurality of nozzles arranged in parallel

Definitions

  • the present invention relates to a ventilation device for a heat exchange module and a heat exchange module for a motor vehicle.
  • a heat exchanger generally comprises tubes, in which a heat transfer fluid is intended to circulate, and heat exchange elements connected to these tubes, often designated by the term “fins” or “spacers”.
  • the fins make it possible to increase the heat exchange surface between the tubes and the ambient air.
  • a ventilation device in order to increase the heat exchange between the heat transfer fluid and the ambient air, it is common for a ventilation device to be used in addition to generate an air flow directed towards the tubes and the fins.
  • Such a ventilation device most often comprises a propeller fan, which has many drawbacks.
  • the assembly formed by the propeller fan and its motorization system occupies a large volume.
  • the distribution of the air ventilated by the propeller is not homogeneous over the entire surface of the heat exchanger.
  • certain regions of the heat exchanger such as the ends of the heat transfer tubes and the corners of the heat exchanger, are not or only slightly affected by the air flow ventilated by the propeller.
  • the blades of the propeller partially mask the air. 'heat exchanger.
  • part of the heat exchanger is not or only slightly ventilated by the ambient air flow in this case, which limits the heat exchange between the heat exchanger and the ambient air flow.
  • each annular element is supplied with a flow of primary air by a single fan, arranged outside the annular element, via a channel opening punctually into the annular element. Consequently, the ejected air flow emitted by the annular element is not homogeneous on the contour of the annular element. On the contrary, the air flow emitted is all the more important the closer it is to the fan. This results in the creation of a secondary air flow passing through the heat exchanger which is also inhomogeneous.
  • a ventilation device intended to generate an air flow through a heat exchanger comprising a hollow frame and at least one hollow spacer, dividing the surface delimited by the frame into cells.
  • the frame and the spacer (s) are in fluid communication with a turbomachine for supplying an air flow.
  • the turbomachine is placed outside the frame.
  • the frame and possibly the spacer (s) are further provided with an opening for ejecting the air flow passing through them.
  • the ventilation device does not make it possible to generate a homogeneous air flow through the heat exchanger.
  • the air flow emitted by the device is all the more important the more it is ejected from the ventilation device near the turbomachine.
  • JP201420245 A similar device is shown in JP201420245 .
  • the invention aims to provide a ventilation device that does not have at least some of the aforementioned drawbacks.
  • the invention provides a ventilation device intended to generate an air flow in the direction of a motor vehicle heat exchanger, comprising ducts, intended to be traversed by an air flow, the ducts being provided with at least one opening for passage of the air flow, distinct from their ends, the ducts being aligned in a direction perpendicular to a direction of elongation of the ducts with a pitch 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 less than or equal to 30 mm, preferably less than or equal to 27 mm, more preferably less than or equal to 25 mm.
  • the inventors have in fact observed that a lower or higher pitch of the tubes reduces the air flow induced by the ventilation device and, with it, the total air flow incident on the heat exchange device associated with the ventilation device. ventilation device.
  • FIG. 1 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, here water, cooling liquid or refrigerant.
  • the 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 mutually parallel and aligned so as to form a row.
  • the tubes are all substantially the same length.
  • each heat transfer tube 4 has a substantially oblong section, and is delimited by first 4a and second 4b planar walls which are connected to heat exchange fins 6.
  • first 4a and second 4b planar walls which are connected to heat exchange fins 6.
  • the fins 6 are not shown on the figure 1 ; the fins 6 are nevertheless visible, in particular on the 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 forming ventilation tubes 8.
  • the ventilation tubes 8 are furthermore mutually parallel 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 an air flow in the direction of the heat transfer tubes 4.
  • the heat transfer tubes 4 and the ventilation tubes 8 can all be parallel to each other, as illustrated in figure 1 .
  • the rows of ventilation tubes 8 and heat transfer tubes 4 are themselves parallel.
  • the ventilation tubes 8 can be arranged so that each of them is located opposite a heat transfer tube 4.
  • the number of ventilation tubes 8 can be adapted to the number of heat transfer tubes 4.
  • the ventilation device 2 can 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 most thirty-six ventilation tubes 8, more preferably not more than thirty ventilation tubes 8
  • the heat exchanger 1 can 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 can be such that a minimum air passage section between the tubes of the ventilation device, defined in a plane substantially perpendicular to the air flow through it.
  • 'heat exchanger 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 air flow through the exchanger heat, between two extremal heat transfer tubes.
  • the front surface of the ventilation tubes 8 measured in a plane substantially perpendicular to the air flow passing through the heat exchanger 1, is less than 85% of the front surface occupied by the heat transfer tubes 4.
  • the row of ventilation tubes 8 can be placed 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.
  • the height of the row of ventilation tubes 8 (the term height referring here 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.
  • the height of the row of tubes coolants 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 the heat transfer tubes 4 with fluid, some of the elements constituting it have been shown in the figures. figures 1 and 2 .
  • the supply device 10 comprises two bi-fluid collectors 12, arranged at two opposite ends of the ventilation device 2, but only one of which has been shown in the figure. figure 1 for the sake of clarity.
  • the two-fluid manifold 12 comprises on the one hand an intake or discharge manifold of fluid 14 to which all the heat transfer tubes 4 are connected and, on the other hand, an air intake manifold 16 to which all the ventilation tubes 8.
  • the fluid circulating in the heat transfer tubes 4 is for example water, cooling liquid or refrigerant.
  • 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 inlets 20.
  • 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, may be respectively contained in the same plane.
  • the fluid intake manifold 14 is connected to a device for setting the fluid in motion by a fluid supply duct 22 (visible on the figures 2 , 3 , 4 and 6 ) opening into the fluid intake manifold 14.
  • This fluid movement device being a conventional fluid movement device for a motor vehicle heat exchanger, it has not been shown in the figures and is not will not be described here.
  • the air intake manifold 16 is connected to air propulsion devices 21 (which may also be called “means for setting air movement” or “means for generating an air flow. ”) Via an air supply duct 24 (visible on the figures 2 , 3 , 4 and 6 ) opening into the air intake manifold 16.
  • the air propulsion devices 21 may for example be one or more turbomachines, and / or one or more centrifugal, axial, tangential or even return channel fans.
  • the devices for propelling an air flow supplying the air collector (s) as well as the ventilation tubes can be installed at a distance from the air collector (s) and the ventilation tubes. .
  • This provides 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 obstruct the section of passage of the air towards the heat exchanger, as is the case with the motors for driving the propellers of conventional fans for motor vehicles.
  • the air propulsion devices 21 are for example a turbomachine 23, shown in figure 2 , where the latter feeds the two air intake manifolds 16 of two bi-fluid manifolds 12 arranged at each of the ends of the heat exchanger 1, that is to say at each of the ends of the tubes of ventilation 8 and heat transfer tubes 4.
  • a turbomachine 23 can supply a single intake manifold 16 and not two.
  • one or more turbomachines can be implemented to supply each air intake manifold 16 or all the air intake manifolds 16.
  • each air intake manifold 16 is devoid of any other opening than the orifices into which the ventilation tubes 8 open and of the outlets intended to be in fluid communication with one or more turbomachines in order to supply air flow.
  • the considered air intake manifold is preferably devoid of an opening oriented towards the heat exchanger 1, which in the present case would make it possible to eject part of the air flow passing through the manifold.
  • air 16 directly in the direction of the heat exchanger 1, without passing through at least a portion of a ventilation tube 8.
  • all the air flow created by the turbomachine (s) passing through the air manifold (s) 16 is preferably distributed among substantially all of the ventilation tubes 8. This allows a more homogeneous distribution of this air flow.
  • the air propulsion devices 21 can be deported at a distance from the ventilation tubes 8 via the air intake manifolds 16, as illustrated in the figure. figure 2 where the air propulsion device 21 is not directly adjacent to the air intake manifolds 16.
  • each air intake manifold 16 may for example be tubular. In the first embodiment shown in the figures 1 to 11 , the air intake manifolds 16 extend in the same direction, which is here perpendicular to the direction of elongation (or longitudinal direction) of the heat transfer tubes 4 and ventilation 8.
  • the fluid intake manifold 14 and the intake manifold d air 16 can be produced within the same room.
  • the fluid intake manifold 14 and the air intake manifold 16 can be nested one inside the other.
  • the fluid intake manifold 14 and the air intake manifold 16 may be at least partially included in each other.
  • the air intake manifold 16 fits, or envelopes, the fluid intake manifold 14, which is embedded in the air intake manifold 16.
  • the manifold d The air intake 16 is nested in the fluid intake manifold 14.
  • the fluid inlet manifold 14 comprises a central compartment 26 of generally substantially parallelepipedal shape, comprising a projecting portion 28 into which the fluid supply duct 22 emerges, this projecting portion 28 matching 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, formed 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 in order to supply them with fluid.
  • the ejection face 32 preferably extends in a plane normal to the direction of elongation of the heat transfer 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 opposite the ejection face 32.
  • the collector plate is in particular visible on the left part of the figure 1 .
  • the air intake manifold 16 comprises a plurality of air ejection orifices each made at the top of a respective tubular portion 36, each air ejection orifice being connected to a ventilation tube 8, and more particularly by its intake inlet air 20, at the end of the ventilation tube 8.
  • the central compartment 26 of the fluid intake manifold 14 is nested, or embedded, in the air intake manifold 16 which conforms to its shape.
  • the air intake manifold 16 envelops the five faces of the central compartment 26 with the exception of the ejection face 32, as well as the shape of the protruding portion 28.
  • the intake manifold d air 16 comprises a domed portion 34 which conforms to the tubular shape of the end 22e of the fluid inlet duct.
  • 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 example illustrated, two dual-fluid manifolds 12 are sufficient, one dual-fluid manifold 12 being arranged on each side of the heat exchange module. In addition, a two-fluid manifold 12, made in one piece, has greater mechanical strength than two adjacent manifolds or arranged side by side.
  • the fluid intake manifold 14 and the air intake manifold 16 are integrally formed with each other.
  • the fluid intake manifold 14 and the air intake manifold 16 are assembled, for example by brazing, gluing or crimping.
  • the fluid intake manifold 14 and the air intake manifold 16 are both made of aluminum, polymer material or polyamide, preferably PA66.
  • the ventilation tubes 8 will now be described in more detail with reference to figures 8 to 11 of the ventilation device 2 of the heat exchange module.
  • the ventilation tubes 8 are called aerodynamic tubes 8. It can 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 they are , made in one piece with the heat exchanger fluid inlet and outlet manifolds.
  • An aerodynamic tube 8 as illustrated on figure 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 leading edge 37 and, here, disposed opposite the tubes coolants 4, and a first and a second profile 42, 44, each extending between the leading edge 37 and the trailing edge 38.
  • the leading edge 37 is for example defined as the point at the front of the section of the aerodynamic tube 8 where the radius of curvature of the section is minimal.
  • the front of the section of the aerodynamic tube 8 can be defined as the portion of the section of the aerodynamic tube which is opposite - that is to say which is not vis-à-vis - the Heat exchanger 1.
  • the trailing edge 38 can be defined as the point at the rear of the section of the aerodynamic tube 8 where the radius of curvature of the section is minimal.
  • the rear of the section of the aerodynamic tube 8 can be defined, for example, as the portion of the section of the aerodynamic tube 8 which is opposite the heat exchanger 1.
  • the distance c between the leading edge 37 and the trailing edge 38 is for example between 50 mm and 70 mm. This distance is here measured in a direction perpendicular to the direction of alignment of the row of aerodynamic tubes 8 and to the longitudinal direction of the aerodynamic tubes 8.
  • leading edge 37 is free. Also in this figure, the leading edge 37 is defined on a parabolic portion of the section of the aerodynamic tube 8.
  • the aerodynamic tube 8 shown in figure 11 further comprises at least one opening 40 for ejecting an air flow passing through the aerodynamic tube 8, outside the aerodynamic tube 8 and the air intake manifold 16, in particular substantially in the direction of the heat exchanger 1
  • the opening or each opening 40 is for example a slot in an outer wall 41 of the aerodynamic tube 8, the slot or slots extending for example in the direction of elongation of the 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 separate 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 slit shape makes it possible to constitute an air passage 46 of large dimensions in the direction of the heat exchanger 1 without excessively reducing the mechanical resistance of the aerodynamic tubes 8.
  • 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.
  • the opening 40 is on the first profile 42.
  • the second profile 44 is devoid of opening 40.
  • the opening 40 in the first profile 42 is configured so that the air flow ejected by the opening 40, flows along at least part of the first profile 42.
  • the aerodynamic tubes 8 of the ventilation device 2 can be oriented alternately with the first profile 42 or the second profile 44 oriented upwards of this figure 8 .
  • two neighboring aerodynamic tubes 8 are such that their first profiles 42 are facing each other or, on the contrary, their second profiles 44 are facing each other.
  • the distance between two neighboring aerodynamic tubes 8 whose second profiles 44 are opposite is less than the distance between two neighboring aerodynamic tubes 8 whose first profiles 42 are opposite.
  • the distance between the center of the geometric section of a first aerodynamic tube 8 and the center of the geometric 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 direction of alignment of the aerodynamic tubes 8 is greater than or equal to 15 mm, preferably greater than or equal to 20 mm, and / or less than or equal to 30 mm, preferably less or equal to 25 mm.
  • the openings 40 of which are opposite each other the air flows F ejected by these openings 40 thus create an air passage 46 in which a part, called the induced air I, of the ambient air A is drawn in by suction.
  • the air flow ejected by the openings 40 runs along at least part of the first profile 42 of the aerodynamic tube 8, for example by the Coanda effect, as illustrated for example on figure 9 .
  • the air flow ejected by the openings 40 runs along at least part of the first profile 42 of the aerodynamic tube 8, for example by the Coanda effect, as illustrated for example on figure 9 .
  • 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 the induced air I.
  • a power turbomachine reduced compared to a conventional propeller fan generally implemented in the context of such a heat exchange module.
  • a first profile 42 having a Coanda surface also makes it possible not to have to orient the openings 40 directly in the direction of 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 promotes the formation of a greater induced air flow.
  • Opening 40 is, on the figure 11 , delimited by lips 40a, 40b.
  • the distance 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 still less than or equal to 0.7 mm.
  • the height of the slot is the dimension of that slot in the direction perpendicular to its length.
  • the heat exchange module can comprise one or more heat exchangers of which one, several or all of the exchangers can be cooled by the ventilation device.
  • a slit height that is too low induces high pressure drops in the ventilation device, which implies using one or more oversized air propulsion device (s). This can generate an additional cost and / or create a bulk that is incompatible with the space available in the vicinity of the heat exchange module in the motor vehicle.
  • 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 formed by a curved portion 50 of the first profile 42.
  • a end 51 of the inner lip 40b may 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.
  • the end 51 of the inner lip 40b can extend, in the direction of the leading edge 37, beyond the plane L normal to the free end of the outer lip 40a. The end 51 can then contribute to directing the flow of air circulating 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 circulating in this aerodynamic tube 8 is ejected through this opening 40, flowing along the first profile 42 substantially up to the trailing edge. 38 of the aerodynamic tube 8.
  • the flow of the air flow along the first profile 42 may result from the Coanda effect. It is recalled that the Coanda effect is an aerodynamic phenomenon resulting in the fact that a fluid flowing along a surface at a short distance from it tends to be flush with it, or even to cling to it.
  • the maximum distance h between the first 42 and the second 44 profiles, measured in a direction of alignment of the aerodynamic tubes 8, is downstream of the opening 40.
  • the maximum distance h can be greater than 10 mm, preferably greater than 11 mm and / or less than 20 mm, preferably less than 15 mm.
  • the maximum distance h is substantially equal to 11.5 mm. Too low a height h can generate significant pressure drops in the aerodynamic tube 8, which could make it necessary to use a more powerful and therefore larger turbomachine.
  • the first profile 42 here comprises a convex part 50, the apex of which defines the point of the first profile 42 corresponding to the maximum distance h.
  • the domed part 50 can be arranged downstream of the opening 40 in the direction of ejection of the air flow.
  • the curved part 50 can be contiguous with the internal lip 40b delimiting the opening 40.
  • the first profile 42 of the aerodynamic tube 8 of the example of figure 11 comprises a first part 52 which is substantially rectilinear.
  • the second profile 44 comprises, in the example illustrated in figure 11 , a substantially rectilinear portion 48, preferably extending over a majority of the length of the second profile 44.
  • the length I of the first rectilinear part 52 measured in a direction perpendicular to the longitudinal direction of the aerodynamic tube 8 and to the direction of alignment 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 at 60 mm.
  • this first rectilinear part is desired in particular for guiding the flow of air ejected from the opening 40.
  • the length of this first rectilinear part is however limited due to the corresponding bulkiness of the ventilation device and its consequences on the packaging of the ventilation device or the heat exchange module.
  • the first rectilinear part 52 of the first profile 42 and the rectilinear part 48 of the second profile 44 can form a non-flat angle ⁇ .
  • the angle ⁇ thus formed may in particular be greater than or equal to 5 °, and / or less than or equal to 20 °, more preferably still substantially equal to 10 °.
  • This angle of the first rectilinear part 52 relative to the rectilinear part 48 of the second profile 44 makes it possible to accentuate the relaxation of the total air flow.
  • the first profile 42 may include, as illustrated in figure 11 , a second rectilinear part 38a, downstream of the first rectilinear part 52, in the direction of ejection of the air flow, the second rectilinear part 38a extending substantially parallel to the rectilinear part 48 of the second profile 44.
  • the first profile 42 can also include a third rectilinear part 54, downstream of the second rectilinear part 38a of the first profile 42.
  • the third rectilinear part 54 can form a non-flat angle with the rectilinear part 48 of the second profile 44.
  • the third rectilinear part 54 may extend, as illustrated, substantially to a rounded edge connecting the third rectilinear part 54 of the first profile 42 and to the rectilinear part 48 of the second profile 44.
  • the rounded edge may define the trailing edge 38 of the cross section aerodynamic tube 8.
  • the rectilinear part 48 of the second profile 44 extends in the example of the figure 11 over the majority of the length c of the cross section.
  • This length c is measured in a direction perpendicular to the longitudinal direction of the aerodynamic tubes 8 and to the direction of alignment 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.
  • 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.
  • 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 air flow ejected through the opening 40 and the induced air flow, which mixes with this ejected air flow.
  • an excessively large length of the cross section of the aerodynamic tube 8 poses a packaging problem for the ventilation device 2.
  • the size of the heat exchange module can then be too large compared to the space which is required. available in the motor vehicle in which it is intended to be fitted.
  • the packaging of the heat exchange module or the ventilation device can also be problematic in this case.
  • the second rectilinear part 38a of the first profile 42 and the portion 38b of the rectilinear part 48 of the second profile 44 which faces it, are parallel.
  • the distance f between this second rectilinear part 38a and the portion 38b of the rectilinear part 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.
  • the figure 11 further illustrates that the cross section (or geometric section) of the aerodynamic tube 8 defines 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 by the segment extending in the direction of alignment of the aerodynamic tubes 8 between the second profile 44 and the end of the end 51 of the internal 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 relatively large air flow passage section in the aerodynamic tube 8 makes it possible to limit the pressure losses which would have the consequence of having to oversize the turbomachine used in order to obtain a flow of air ejected through the desired opening 40.
  • a large passage section induces a large size of the aerodynamic tube 8.
  • a larger passage section risks harming the passage section of the air flow induced 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.
  • the ventilation device 2 is advantageously arranged so that each aerodynamic tube 8 is opposite the front face 4f connecting the first 4a and second 4b flat walls of a heat transfer tube 4 corresponding.
  • each aerodynamic tube 8 is included in the volume delimited by the first 4a and second 4b plane walls of the corresponding coolant tube 4.
  • the second rectilinear part 38a of the first profile and the rectilinear part 48 of the second profile 44 are respectively contained in the same plane (indicated in dotted lines on this figure 10 ) that the first flat wall 4a and the second flat wall 4b of the corresponding heat transfer tube 4.
  • the distance f separating the second rectilinear part 38a from the first profile 42 and the portion 38b from the rectilinear part 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 of the heat transfer tube 4 opposite which the aerodynamic tube 8 is arranged.
  • 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.
  • the distance f separating the second rectilinear part 38a from the first profile 42 and the portion 38b from the rectilinear part 48 of the second profile 44, which faces it may however be less than the distance separating the first wall 4a and the second wall 4b of the heat transfer tube opposite which the aerodynamic tube 8 is arranged.
  • two heat transfer tubes 4 are contained in the volume delimited by the air passage defined by the two aerodynamic tubes 8 of the same pair (see figures 9 and 10 ).
  • a single heat transfer tube 4, or even three or four heat transfer tubes 4, are contained in this volume.
  • an aerodynamic tube 8 is arranged opposite each heat transfer tube 4, as in the second and third embodiments illustrated in figures 12 to 14 , and 15a , 15b and 16 , respectively.
  • the aerodynamic ducts 8 are substantially rectilinear, mutually parallel and aligned so as to form a row of aerodynamic tubes 8.
  • first and second profiles 42, 44 of each aerodynamic tube 8 are here symmetrical with respect to a plane C-C, or chord plane, passing through the leading edge 37 and the trailing edge 38 of the aerodynamic tube 8.
  • each of these profiles 42, 44 is provided with an opening 40.
  • at least a first opening 40 is made on the first profile 42, which is configured so that a air flow leaving the first opening 40 flows along at least part of the first profile 42.
  • at least a second opening 40 is present on the second profile 44, which is configured so that an air flow exiting the second opening 40 will flow along at least a part of the second profile 44.
  • this can be achieved here by implementing the Coanda effect.
  • 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.
  • the length c can be equal to 60 mm.
  • the openings 40 are similar to those of the first example described.
  • the distance e separating the inner 40b and outer 40a lips 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 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. ventilation 2 and the heat transfer tubes 4, while creating more active air passages in the volume available in front of the heat transfer tubes 4.
  • the symmetry of the profiles 42, 44 makes it possible to have an ejection of air along each side of the aerodynamic tubes 8.
  • This embodiment makes it possible to avoid dead air blowing zones (zones between two tubes of the ventilation device 2 and at which the ambient air A is not entrained by the ejected air F by the tubes), which may for example exist between two aerodynamic tubes 8 of the ventilation device 2 according to the embodiment of the figure 8 (in this case, between two neighboring aerodynamic tubes 8 whose second profiles 44 are respectively facing each other).
  • an air passage 46 entraining the ambient air A is created between each pair of neighboring aerodynamic tubes 8, as shown schematically in the case of the third example, in FIG. figure 16 .
  • the figure 16 illustrates a heat exchange module comprising aerodynamic tubes according to the third embodiment, the arrangement of these aerodynamic tubes can also be implemented with aerodynamic tubes according to the second example.
  • the pitch between two neighboring 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, of preferably less than or equal to 27 mm, more preferably less than or equal to 25 mm. Indeed, as shown in the figure 41 , for three different more or less high pressure drops corresponding to different heat exchangers, a maximum total air flow is reached in these ranges. If the pitch between the aerodynamic tubes 8 is smaller, the induced air flow is limited by a small passage section between the aerodynamic tubes. On the contrary, if the pitch is too large, the ejected air flow does not make it possible to correctly create an induced air flow over the entire pitch between the neighboring aerodynamic tubes.
  • the pitch between two neighboring aerodynamic tubes 8 can in particular be defined as the distance between the center of the cross section of two neighboring 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 can in particular be one of the leading edge 37, the trailing edge 38 or the top of the convex part 50.
  • the distance D between the aerodynamic tubes 8 and the heat transfer tubes 4 can in particular be chosen greater than or equal to 5 mm, preferably greater than or equal to 40 mm, and / or less than or equal to 150 mm, preferably less than or equal to 100 mm.
  • the speed peak of this profile tends to be reduced by moving away from the opening 40 in the aerodynamic tube.
  • the absence of a peak reflects a homogeneous mixture of the air flow ejected through 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.
  • an air flow incident on the heat transfer tubes which is heterogeneous, does not allow optimal cooling of the heat transfer tubes. heat transfer tubes and induces greater pressure drops.
  • the distance D between the aerodynamic tubes and the heat transfer tubes is preferably contained in order to limit the size of the cooling module.
  • the figure 39 illustrates the variation of the length necessary to obtain a homogeneous mixture of the air flow ejected through the opening 40 and the induced air flow, as a function of the speed of the ejected air flow.
  • This figure 39 shows that for a distance D of 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, allows a good compromise to maintain a certain compactness of the heat exchange module while offering a homogeneous mixture of the ejected air flow with the air flow. induced.
  • 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 strictly decreases in the direction of the trailing edge 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.
  • the first and second profiles 42, 44 each form an angle of between 5 and 10 ° with the chord CC of symmetry of the cross section of the aerodynamic tube 8.
  • the aerodynamic profile does not include a portion delimited by first and second opposite planar parallel walls. This has the advantage of limiting the drag along the airfoil of the airfoil 8.
  • 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 on figures 12 to 14 , this distance becomes zero at the level of the trailing edge 38.
  • the aerodynamic tubes 8 comprise in this second embodiment means 56 for guiding the air flow circulating towards the opening 40.
  • the guide means 56 make it possible to guide the air coming from the air intake manifold 16, introduced into the aerodynamic tube 8 via the air intake inlets 20. In fact, taking into account the orientation of the inlets intake air 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 of the air flow so that it goes towards the openings 40. In other words, the guide means 56 make it possible to facilitate the “bending” of the air flow coming from the intake inlets 20 towards the opening 40 formed in the outer wall 41 of the aerodynamic tube.
  • all the aerodynamic tubes 8 include such means 56 for guiding the air flow.
  • These guide means 56 here take the form of a plurality of deflectors 58 integral with the aerodynamic tube 8 which is provided therewith.
  • the deflectors 58 are preferably arranged regularly along the aerodynamic tube 8. The number of deflectors 58 can naturally vary.
  • the deflectors 58 are preferably arranged near the opening 40, as can be seen in figure 13 , and more particularly connect the profiles 42 and 44 of the tube aerodynamic 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.
  • aerodynamic tubes 8 whose first and second profiles 42, 44 are not symmetrical with respect to the chord plane CC, such as for example those of the first embodiment illustrated in figures 1 to 6 , may also include means for guiding the air flow similar to those of the second embodiment.
  • the supply device 10 of the heat exchanger is composed of two pairs of fluid manifolds 14 and of air intake manifolds 16.
  • the use of two two-fluid intake manifolds 12 is quite possible in this second embodiment, and even constitutes a preferred variant.
  • each air intake manifold 16 is devoid of any opening other than the orifices into which the aerodynamic tubes 8 open and any vents, intended to be in fluid communication with one or more turbomachines to supply air flow to the considered air intake manifold.
  • each air intake manifold 16 is preferably devoid of an opening oriented towards the heat exchanger 1, which in the present case would make it possible to eject part of the air flow passing through the manifold.
  • air 16 directly in the direction of the heat exchanger 1, without passing through at least a portion of an aerodynamic tube 8.
  • all the air flow created by the turbine (s) passing through the air manifold (s) 16 is preferably distributed among substantially all of the aerodynamic tubes 8. This allows a more homogeneous distribution of this air flow.
  • the trailing edge 38 is formed by the apex joining two symmetrical rectilinear portions 60 of the first profile 42 and of the second profile 44 of each aerodynamic tube 8.
  • the trailing edge 38 is the point of the cross section of the aerodynamic tube 8 located closest to the heat exchanger.
  • the angle ⁇ formed by the two rectilinear portions 60 is less than 180 °, in particular less than 90 °.
  • the trailing edge 38 is disposed between the two rectilinear portions 38a, 38b of the first and second profiles 42, 44.
  • the angle ⁇ formed by the rectilinear portions 60 is here greater than 90 °, in particular greater at 180 °.
  • aerodynamic tubes 8 of the third embodiment illustrated in figures 14 , 15a, 15b may also include means 56 for guiding the air flow similar to those of the second exemplary embodiment.
  • At least one aerodynamic tube 8 of the ventilation device 2 is integral with a coolant tube 4 of the heat exchanger 1.
  • each aerodynamic tube 8 and the associated coolant tube 4 form one and the same part.
  • all the aerodynamic tubes 8 are each integral with a coolant tube 4. However, it can be envisaged that only a part of the aerodynamic tubes 8 are integral with one or more heat transfer tubes 4. Furthermore, a single heat transfer tube 4 is arranged between two aerodynamic tubes 8, but it could be envisaged that several heat transfer tubes 4 are arranged between two aerodynamic tubes 8, or even that all the heat transfer tubes 4 are connected to aerodynamic tubes 8.
  • each aerodynamic tube 8 is connected to a heat transfer tube 4 by its trailing edge 38.
  • each aerodynamic tube 8 is connected to a heat transfer tube 4 by a substantially planar connecting wall 62 extending from the edge leakage 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 from the opening 40 on the. along the first profile 42 and the second profile 44, if applicable (on the figures 17 and 18 , along the first profile 42 only).
  • the connecting wall 62 preferably extends in a plane parallel to the first 4a, and second 4b flat walls. of the heat transfer tube 4, as can be seen on the figures 17 and 21 .
  • the aerodynamic tube 8 has a section similar to that of the first embodiment.
  • the dimensioning quantities already given with regard to this first exemplary embodiment are thus valid here in the context of this fourth exemplary embodiment.
  • the aerodynamic tube 8 also comprises a mechanical reinforcement 64 connecting the end 51 of the internal lip 40b to the straight part 48 of the second profile 44.
  • the mechanical reinforcement 64 takes the form of reinforcement walls. Each reinforcement wall can extend over a small portion of the length of the aerodynamic tube 8. The dimensions of the reinforcement walls can however vary.
  • the aerodynamic tube 8 connected to the heat transfer tube 4 can be obtained by folding an aluminum foil for example, or else by printing in three dimensions.
  • the aerodynamic tube can in particular be made of plastic, in particular of polyamide, or of metal, in particular of aluminum or of an aluminum alloy.
  • the fluid manifold (s) 6 and the air intake manifold (s) 16 can advantageously be assembled in one piece, as can be seen on the figures 20 and 22 , and as already described in the context of the first exemplary embodiment.
  • the air intake manifold 16 is integral with the fluid manifold 14.
  • the fluid inlets or outlets 18 (depending on whether it is a fluid inlet manifold or a fluid discharge manifold) and air 20 are in contact with a common manifold plate 66 to the two collectors for fluid 14 and air 16.
  • a separation plate 68 makes it possible to delimit the air and fluid compartments.
  • the fifth exemplary embodiment is similar to the fourth exemplary embodiment and differs only in that the first and second profiles 42, 44 of each aerodynamic tube 8 are symmetrical with respect to a chord plane passing through the leading edge 37 and the trailing edge 38 of the aerodynamic tube 8, as in the second and third exemplary embodiments.
  • the dimensioning data indicated for these second and third exemplary embodiments remain valid for this fifth exemplary embodiment.
  • the cross section of the aerodynamic tubes 8 is in this fifth embodiment, identical to that of the aerodynamic tubes 8 of the second embodiment.
  • the aerodynamic tubes 8 are provided with means for guiding the air flow 56 in the form of deflectors 58 similar to those of the second embodiment.
  • the aerodynamic tubes 8 of the ventilation device 2 are substantially rectilinear, mutually parallel and aligned so as to form a row of aerodynamic tubes 8.
  • the heat transfer tubes 4 and the aerodynamic tubes 8 are all parallel to each other.
  • the rows of aerodynamic tubes 8 and of heat transfer tubes 4 are themselves parallel.
  • the aerodynamic tubes 8 are arranged so that each of them is located opposite a heat transfer tube 4.
  • 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 inside the aerodynamic tubes 8, which makes it possible to send air homogeneously towards the interior of each aerodynamic tube 8.
  • each air manifold 16 can allow a flow rate and a pressure of substantially identical air at each end 20 of each aerodynamic tube 8 connected to the air manifold 16, in particular when an air propulsion device is integrated into the air manifold 16.
  • the ventilation device 2 comprises two air collectors 16.
  • the aerodynamic tubes 8 are, preferably, connected at each of their ends to one of the air collectors 16 in order to homogenize the flow rate of air along each aerodynamic tube 8.
  • each air manifold 16 is made of aluminum, aluminum alloy, polymer material or polyamide, preferably PA66.
  • each air intake manifold 16 is here devoid of any opening other than the orifices into which the ventilation tubes 8 open.
  • each air intake manifold 16 is preferably devoid of any opening oriented in direction of the heat exchanger 1, which would in the present case make it possible to eject part of the air flow passing through the air manifold 16, directly in the direction of the heat exchanger 1, without passing through at least a portion a ventilation tube 8.
  • each air collector 16 receives at least one air propulsion device 21, arranged to suck air and send it inside each aerodynamic tube 8, this integration making it possible in particular to d '' optimize the space required.
  • the air collectors 16 could also be used to collect the fluid from the heat transfer tubes 4 (as described and illustrated for the first embodiment of the figures 1 to 7 ).
  • each air manifold 16 is substantially cylindrical (according to another possible alternative, they could be oblong) and comprises a substantially vertical series of orifices each intended to receive one end of one of the aerodynamic tubes 8.
  • each air manifold 16 has at least one air suction opening 17 located on its outer surface substantially symmetrical with respect to said series of orifices to allow said at least one air propulsion device 21 to be supplied with ambient air.
  • each air collector 16 has a single opening 17.
  • an air collector 16 can include several openings, preferably distributed evenly over the height of the collector 16.
  • the opening 17 may have a substantially oblong shape.
  • the opening 17 has a length of preferably at least of the order of 50% of a length of the air manifold 16.
  • the opening 17 extends substantially over the entire height of the cylinder of its associated air manifold 16.
  • each air collector 16 comprises an air propulsion device 21, for example formed by a turbomachine or a tangential fan 23 as better visible at the figure 24 .
  • Each turbomachine or tangential fan 23 may in particular include an actuator 29 moving on command a bladed wheel 33 filling substantially the entire interior of its associated air manifold 16.
  • the actuator 29 can be of the mechanical, electrical or even pneumatic type.
  • each air manifold 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) each intended to receive a end of one of the aerodynamic tubes 8 (also eighteen in number in this example).
  • each air manifold 16 comprises at least one air suction opening 17 located at one of its ends substantially perpendicular to said series of orifices to allow said at least one propulsion device to be operated. air 21 to be supplied with ambient air.
  • each air manifold 16 has a single opening 17 of substantially circular shape, disposed at one end of the generally longitudinal shape of the air manifold, and over substantially the entire internal diameter of the cylinder of its manifold. associated tune 16.
  • each air manifold 16 comprises an air propulsion device 21 formed by a turbomachine or a tangential fan 23 as best seen at the bottom. figure 27 .
  • each tangential fan 23 comprises an actuator 29 moving on command a bladed wheel 33 filling substantially the entire interior of its associated air manifold 16.
  • the actuator 29 can be of the mechanical, electrical or even pneumatic type.
  • At least one air collector 16 could have air propulsion devices 21 1 , 21 2 .
  • air propulsion devices 21 1 , 21 2 By way of non-limiting example, as can be seen from figure 28 , when the ventilation device 2 is active, air could be sucked in through one (or more) suction opening (s) 17 to be driven by first and second paddle wheels 33 1 , 33 2 , to the '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.
  • the ventilation device 2 could thus selectively blow differentiated regions of one or more heat exchangers, such as 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 not, the same flow rate.
  • heat exchanger 1 such as heat exchanger 1
  • the air propulsion devices 21 cannot be limited to a turbomachine or a tangential fan 23, but could also be of the axial, helical or any other type of compact fan.
  • one (or more) centrifugal fan (s) 23 could be replaced by one (or more) helical fan (s) 25 in each air manifold 16 of any one of the embodiments.
  • a centrifugal fan 23 could be replaced by several helical fans 25 in the same air manifold 16.
  • Each helical fan 25 can thus include an actuator 29 of the mechanical, electrical or even pneumatic type moving a propeller 31 on command. in an envelope 35 with holes as visible on the figure 29 in order to allow the suction of the air to send it towards the ends of the aerodynamic tubes 8 with the same effects and advantages as those mentioned for the centrifugal fan 23.
  • the ventilation device 2 allows an optimization of the energy necessary for the ventilation of the heat exchangers that the heat exchange module comprises, such as the heat exchanger 1, in comparison with the use of a conventional propeller whose motorization means consume a lot of energy.
  • the integration of the air propulsion device allows air to be blown 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 the tubes, which makes it possible to generate a more homogeneous air flow with the ventilation device.
  • the integration of air propulsion devices into one or more air collectors makes it possible to gain in compactness, and to offer a ventilation device 2 which can be housed more easily in a motor vehicle.
  • each air propulsion device 21 such as a turbomachine being integrated into an air manifold 16 of the ventilation device 2, it is no longer necessary to use heat exchangers fitted with a propeller. ventilation.
  • the ventilation device 2 advantageously makes it possible to provide 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 tubes 4 and fins 6 when the ventilation device 2 is off, unlike a propeller whose stationary blades and the motor in the center of the propeller limit the heat exchange.
  • the figures 31 and 33 illustrate a sixth exemplary embodiment, in which at least one of the aerodynamic tubes 8 comprises means 70 for distributing the air flow F passing through the aerodynamic tube 8.
  • these distribution means aim to direct at least one portion of the air flow supplying the aerodynamic tube 8 to different portions of the length of the aerodynamic tube 8. This thus makes it possible to ensure that the aerodynamic tube is supplied in a substantially homogeneous manner with air flow F over its entire length .
  • the heat exchanger is then ventilated in a significantly more uniform manner.
  • the distribution wall or walls 72 may extend over substantially the entire height of the aerodynamic tube 8.
  • the distribution 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 plan is materialized 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 contiguous spaces E1 and E2.
  • each of the spaces E1 and E2 of the aerodynamic tube 8 is divided, in the examples of figure 33 and 34 , in three separate internal volumes V1, V2, V3.
  • the distribution walls 72 distribute the air flow F in these three volumes V1, V2, V3.
  • the distribution walls 72 are integral with the aerodynamic tube 8.
  • the distribution walls 72 extend from the leading edge 37.
  • the distribution walls 72 extend for example by making an angle with a first flat portion 82 s'. extending substantially from the leading edge 37, towards the end 80 of the aerodynamic tube 8 nearest.
  • the distribution walls 72 each comprise a first flat portion 82 extending, from the leading edge 37, in a direction substantially perpendicular to the longitudinal direction of the aerodynamic tube 8.
  • the distribution walls 72 also include a second portion planar 84 extending from the first planar portion 82 and forming an angle with the first planar portion 82.
  • the end of the second portion 84, opposite to the first flat portion 82, is oriented towards the end 80 of the aerodynamic tube. aerodynamic tube closest to the distribution wall 72.
  • the angle between the first flat portion and the second flat portion is between 60 ° and 160 °, preferably between 90 ° and 120 °.
  • the distribution walls 72 may also include, as illustrated, each a third flat portion 86 extending from the second flat portion 84 and forming an angle with the second flat portion 84.
  • the free end 86E of the third flat portion is oriented towards the end 80 of the aerodynamic tube closest to the wall. distribution 74.
  • first distribution walls 90 extend to the end 80 of the nearest aerodynamic tube. More precisely, 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 distribution walls 90 are here the closest to the end 80 of the aerodynamic tube.
  • the first distribution walls 95 extend towards the end 80 of the nearest aerodynamic tube, without reaching it.
  • the first distribution walls 95 extend in a direction of rectilinear extension, the direction of extension of the or each distribution wall 95 forming a non-flat angle with the longitudinal direction of the tube 8.
  • At least one aerodynamic tube 8 comprises means 94 for guiding the air flow making it possible to orient the air flow F at its outlet from the openings 40.
  • these guide means 94 make it possible to guide the air flow F passing 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.
  • the guide means 94 can be configured so that the air flow flows, at its outlet 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.
  • the deflectors 96 extend from the leading edge 37.
  • the deflectors 96 extend over substantially the entire height of the ventilation tubes 8.
  • the deflectors 96 comprise a first flat 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 flat portion 100 extending from of the first flat portion 98 and forming an angle with the first flat portion 98.
  • the angle between the first flat portion 98 and the second flat portion 100 is between 60 ° and 160 °, preferably between 90 ° and 120 °.
  • the free end 100E of the second flat portion 98 is oriented towards the end 80 of the aerodynamic tube closest to the deflector 96.
  • the aerodynamic tube 8 is provided with filling means 102 filling a part of the aerodynamic tube 8 so as to delimit a space EC of the aerodynamic tube 8 in which the air flow F cannot circulate.
  • filling means can comprise in particular plastic or aluminum, which can for example be identical to the material of which the aerodynamic tubes are made, or can comprise foam for example.
  • this aerodynamic tube 8 comprises means 104 for asymmetric distribution of the air flow passing through the aerodynamic duct 8 towards the opening 40.
  • the aerodynamic tube is intended to be supplied with air flow by its air flow.
  • two distribution walls 72 are provided which make it possible to guide the flow of air coming from a first end 80a towards a first part 40a of the opening 40, while two distribution walls 72 make it possible to guiding the air flow from a second end 80b, opposite the first end 80a of the aerodynamic tube 8, towards a second part 40b of the opening 40, so that the first and second parts 40a, 40b are asymmetrical .
  • the first and second parts 40a, 40b of the opening 40 being complementary, the length L a of the first part 40a can represent between a quarter and a 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 further cool a zone of this heat exchanger than another by creating a greater total air flow in this zone or to overcome a greater pressure drop in this zone.
  • This can in particular be achieved with a single turbomachine supplying the two air intake manifolds symmetrically, or with two identical turbomachines each supplying the ventilation device through a respective air intake manifold, again in such a manner. symmetrical.
  • the figure 44 illustrates a first example in which a single air propulsion device 21 is implemented to supply air flow to the two air intake manifolds 16 arranged at both ends of the aerodynamic tubes 8.
  • This propulsion device d 'air 21 may for example be in fluid communication with the first ends 16 1 , here upper ends, of the two air intake manifolds 16.
  • a first air propulsion device 21 is in fluid communication with the second end 16 2 , here lower, of a first air intake manifold 16, while a second air propulsion device 21 is in fluid communication with the first end 16 1 , here upper end, of the second air intake manifold 16.
  • 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 16 1 , 16 2 of the first air intake manifold 16.
  • a second air propulsion device 21 is in fluid communication with the first end 16 1 of the second air intake manifold 16, while a third air propulsion device d
  • the air 21 is in fluid communication with the second end 16 2 of the second air intake manifold.
  • each of the air propulsion devices 21 being in fluid communication with a respective outlet of the first and of the second air intake manifolds 16, made in the first and second ends 16 1 , 16 2 of the air intake manifolds 16.
  • aerodynamic tubes described in the application can in particular be obtained by molding, extrusion, stamping or bending.
  • These aerodynamic tubes 8 can in particular be made from one of a plastic material, in particular a polyamide (PA), a polycarbonate (PC), a polyvinyl chloride (PVC), a polymethyl methacrylate (PMMA), and a metallic material such as as aluminum or an aluminum alloy.
  • a plastic material in particular a polyamide (PA), a polycarbonate (PC), a polyvinyl chloride (PVC), a polymethyl methacrylate (PMMA), and a metallic material such as as aluminum or an aluminum alloy.
  • PA polyamide
  • PC polycarbonate
  • PVC polyvinyl chloride
  • PMMA polymethyl methacrylate
  • metallic material such as as aluminum or an aluminum alloy.
  • the figure 40 illustrates the steps for producing a symmetrical aerodynamic tube 8, with two openings 40.
  • a sheet 106 is folded according to the desired aerodynamic tube 8 model.
  • two identical or symmetrical half-tubes 8 ' (in fact two aerodynamic tubes 8 having a single opening 40) are formed.
  • the two half-tubes 8 ' are fixed together to form a symmetrical aerodynamic tube 8.
  • the half-tubes 8 ′ are not produced by folding, but by any other method accessible to those skilled in the art, in particular by molding, by extrusion or by stamping.
  • one or more heat transfer tubes 4 can be produced integrally with the aerodynamic tube 8, in particular with a single half-tube 8 'or with each half-tube 8'.
  • a ventilation device can then be produced by manufacturing the aerodynamic tubes as described above, by providing the air intake manifold (s) 16 and by fixing the aerodynamic tubes 8 to the air intake manifold (s). air 16.
  • This fixing can in particular be carried out by welding, brazing, gluing or plastic deformation of the aerodynamic tubes and / or of the air intake manifold (s).
  • 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 transfer pipes.
  • this step can then consist in fixing the heat transfer tubes between two coolant collectors, at each end of the heat transfer tubes 4. This can be done according to the requirements. same processes as those implemented to fix the aerodynamic tubes 8 to the air intake manifolds.
  • the embodiments shown in the figures illustrate a heat exchanger of the exchanger type for cooling a vehicle engine.
  • the ventilation device can generate air flow through any other heat exchanger of a motor vehicle, such as a high temperature and / or low temperature heat exchanger, a condenser, an exchanger for the cooling of charge air, etc.
  • the heat exchange module can likewise include any such heat exchanger.

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  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)

Claims (9)

  1. Belüftungsvorrichtung (2) zur Erzeugung eines Luftstroms in Richtung eines Wärmeaustauschers (1) eines Kraftfahrzeugs, umfassend Kanäle (8), die dazu bestimmt sind, von einem Luftstrom durchströmt zu werden, wobei die Kanäle (8) mit zumindest einer von ihren Enden separaten Öffnung (40) für den Durchtritt des Luftstroms versehen sind, wobei die Kanäle (8) in einer zu einer Erstreckungsrichtung der Kanäle (8) senkrechten Richtung mit einem Abstand von 15 mm oder mehr, vorzugsweise 20 mm oder mehr, besonders vorzugsweise 23 mm oder mehr, und 30 mm oder weniger, vorzugsweise 27 mm oder weniger, besonders vorzugsweise 25 mm oder weniger ausgerichtet sind.
  2. Belüftungsvorrichtung (2) nach Anspruch 1, wobei die Kanäle im Wesentlichen gerade Rohre (8) sind, die so ausgerichtet sind, dass sie eine Reihe von Rohren (8) ausbilden.
  3. Belüftungsvorrichtung (2) nach Anspruch 1 oder 2, umfassend zumindest einen Luftkollektor (14), der Öffnungen aufweist, wobei jeder Kanal (8) an einem seiner Enden in eine separate Öffnung des Luftkollektors (14) mündet, wobei sich die Öffnung (40) außerhalb des zumindest einen Luftkollektors (14) befindet.
  4. Belüftungsvorrichtung (2) nach einem der vorangehenden Ansprüche, ferner umfassend zumindest eine Luftfördervorrichtung (21), wobei der zumindest eine Luftkollektor (16) gegebenenfalls durch die zumindest eine Luftfördervorrichtung (21) mit einem Luftstrom versorgt wird, wobei der oder die Kollektoren den von der zumindest einen Luftfördervorrichtung (21) bereitgestellten Zuluftstrom auf die Kanäle (8) verteilen.
  5. Belüftungsvorrichtung (2) nach einem der vorangehenden Ansprüche, wobei die Öffnung (40) ein Schlitz in einer Außenwand (41) des Kanals (8) ist, wobei sich der Schlitz entlang einer Erstreckungsrichtung des Kanals (8) erstreckt, vorzugsweise über zumindest 90 % der Länge des Kanals (8), und/oder die Höhe der zumindest einen Öffnung (40) 0,5 mm oder mehr, vorzugsweise 0,7 mm oder mehr, und/oder 2 mm oder weniger, vorzugsweise 1,5 mm oder weniger, beträgt.
  6. Belüftungsvorrichtung (2) nach einem der vorangehenden Ansprüche, wobei jeder Kanal (8) über zumindest einem Abschnitt einen geometrischen Querschnitt aufweist, der Folgendes umfasst:
    - eine Vorderkante (37);
    - eine der Vorderkante (37) gegenüberliegende Hinterkante (38);
    - ein erstes und ein zweites Profil (42; 44), die sich jeweils zwischen der Vorderkante (37) und der Hinterkante (38) erstrecken,
    wobei sich die zumindest eine Öffnung des Kanals (40) am ersten Profil (42) befindet, wobei die zumindest eine Öffnung (40) so konfiguriert ist, dass der ausgestoßene Luftstrom entlang zumindest eines Teils des ersten Profils (42) strömt.
  7. Belüftungsvorrichtung (2) nach Anspruch 6, wobei der maximale Abstand (h) zwischen dem ersten (42) und dem zweiten (44) Profil in einer Ausrichtungsrichtung der Kanäle (8) in der Strömungsrichtung des durch die zumindest eine Öffnung (40) ausgestoßenen Luftstroms hinter der zumindest einen Öffnung (40) angeordnet ist, wobei der maximale Abstand (h) vorzugsweise 5 mm oder mehr, vorzugsweise 10 mm oder mehr, und/oder 20 mm oder weniger, vorzugsweise 15 mm oder weniger, beträgt, wobei der maximale Abstand (h) besonders vorzugsweise 11,5 mm beträgt.
  8. Belüftungsvorrichtung (2) nach Anspruch 6 oder 7, wobei der geometrische Querschnitt des Kanals (8) eine Länge (c), gemessen in einer zur Ausrichtungsrichtung der Kanäle (8) und zu einer Haupterstreckungsrichtung der Kanäle (8) senkrechten Richtung, von 50 mm oder mehr und/oder 80 mm oder weniger, vorzugsweise im Wesentlichen gleich 60 mm, aufweist.
  9. Wärmeaustauschmodul für ein Kraftfahrzeug, umfassend:
    - einen Wärmeaustauscher (1), wobei der Wärmeaustauscher mehrere als Wärmetransportrohre (4) bezeichnete Rohre (4) aufweist, in denen ein Fluid strömen soll, und
    - eine Lüftungsvorrichtung (2) nach einem der vorangehenden Ansprüche, die geeignet ist, einen Luftstrom zu den Wärmetransportrohren (4) zu erzeugen.
EP18723581.7A 2017-04-28 2018-04-26 Belüftungsvorrichtung mit rohren mit optimierter neigung für ein wärmeaustauschmodul eines kraftfahrzeugs Active EP3589845B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1753809A FR3065746B1 (fr) 2017-04-28 2017-04-28 Dispositif de ventilation a tubes a pas optimise pour module d'echange de chaleur de vehicule automobile
PCT/FR2018/051064 WO2018197819A1 (fr) 2017-04-28 2018-04-26 Dispositif de ventilation à tubes à pas optimisé pour module d'échange de chaleur de véhicule automobile

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EP3589845A1 EP3589845A1 (de) 2020-01-08
EP3589845B1 true EP3589845B1 (de) 2021-05-12

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Publication number Priority date Publication date Assignee Title
DE1054203B (de) * 1956-09-13 1959-04-02 Sebac Nouvelle S A Vorrichtung zum Bewegen eines Gases
DE102011120865B3 (de) 2011-12-12 2012-11-15 Audi Ag Fahrzeug, aufweisend eine Lüfteranordnung mit einem Wärmetauscher
JP2014015862A (ja) * 2012-07-06 2014-01-30 Calsonic Kansei Corp 冷却ファン装置
JP2014020245A (ja) * 2012-07-17 2014-02-03 Calsonic Kansei Corp 冷却ファン装置
DE102015205415A1 (de) 2015-03-25 2016-09-29 Ford Global Technologies, Llc Kühlerlüfteranordnung für ein Kühlsystem eines flüssigkeitsgekühlten Motors eines Fahrzeugs

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FR3065746A1 (fr) 2018-11-02
WO2018197819A1 (fr) 2018-11-01
FR3065746B1 (fr) 2019-04-19
EP3589845A1 (de) 2020-01-08

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