EP3781797A1

EP3781797A1 - Turbine for tangential fan intended for being provided in a motor vehicle, tangential fan, ventilation device and heat-exchange module for a motor vehicle

Info

Publication number: EP3781797A1
Application number: EP19740630.9A
Authority: EP
Inventors: Kamel Azzouz; Michael LISSNER; Amrid MAMMERI; Ivan DOBREV; Sofiane KHELLADI; Farid Bakir
Original assignee: Valeo Systemes Thermiques SAS
Current assignee: Valeo Systemes Thermiques SAS
Priority date: 2018-05-31
Filing date: 2019-05-29
Publication date: 2021-02-24
Also published as: FR3081942A1; FR3081942B1; WO2019229382A1; CN112534123A; US20210207520A1

Abstract

The present invention relates to a turbine (102) for a tangential fan (100) intended for being provided in a motor vehicle, the turbine extending mainly in the direction of a longitudinal axis (L102) of the turbine (102), the turbine (102) having a plurality of blades (110) distributed in stages (112; 1121; 1122) along said longitudinal axis (L102) of the turbine (102), each stage (112; 1121; 1122) comprising a plurality of blades (110) angularly distributed around said longitudinal axis (L102) of the turbine (102), the blades (110) of each stage (112; 1121; 1122) of blades (110) preferably being equally distributed around said longitudinal axis (L102) of the turbine (102), turbine in which the blades (110) of a first stage (1121) of blades (110) are angularly offset relative to the blades (110) of at least one second stage (1122) of blades (110).

Description

TANGENTIAL FAN TURBINE FOR EQUIPPING A MOTOR VEHICLE, TANGENTIAL FAN, VENTILATION DEVICE, AND EXCHANGE MODULE

HEAT FOR MOTOR VEHICLE

The invention relates to a tangential fan turbine for equipping a motor vehicle, a tangential fan equipped with such a turbine. The invention also relates to a ventilation device comprising such a turbine and to a heat exchange module for a motor vehicle equipped with such a ventilation device.

A heat exchange module (or cooling module) of a motor vehicle conventionally comprises a heat exchange device and a ventilation device adapted to generate a flow of air through the heat exchanger.

The heat exchange device generally comprises tubes, said heat pipes, arranged in a row and in which a coolant circulates, and heat exchange elements connected to these tubes, often referred to as "fins". The fins make it possible to increase the exchange surface between the tubes and the flow of air passing through the heat exchange device.

The ventilation device increases the flow of ambient air through the heat exchange device, which increases the heat exchange between the heat transfer fluid and the ambient air.

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

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

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

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

Furthermore, it is known, for example from application EP-A-0233174, a cooling module comprising a tangential fan blowing air on a heat exchange device which, in this case, is arranged horizontally. However, the cooling module described in this application has a significant size, especially since the turbine of the tangential fan is large to ensure a satisfactory air flow on the heat exchange device. In addition, such a cooling module is also noisy.

JP-A-2001214740 discloses a cooling module in which two tangential fans are used to draw air through a heat exchange device. The size of this module is therefore also substantial.

An object of the invention is to further improve the known cooling modules.

To this end, the invention relates to a turbine for tangential fan intended to equip a motor vehicle, the turbine extending mainly in the direction of a longitudinal axis of the turbine, the turbine having a plurality of blades distributed by stages along said longitudinal axis of the turbine, each stage comprising a plurality of blades angularly distributed around said longitudinal axis of the turbine, the blades of each blade stage preferably being equidistributed angularly around said longitudinal axis of the turbine, turbine in which the blades of a first stage of blades are angularly offset relative to the blades of at least a second blade stage.

Thus, advantageously, it limits or even avoids the resonance phenomena that can occur when all the blades are aligned, which can cause simultaneous noises additive. In addition or alternatively, this makes it possible to move the resonant frequencies, advantageously in a frequency range that is not audible or that is perceived as less harmful.

Preferably, the turbine according to the invention comprises one or more of the following characteristics, taken alone or in combination:

the blades of the first stage of blades are offset angularly with respect to the blades of the two stages of blades adjacent to said first stage of blades;

the blades of each first stage of blades are offset angularly with respect to the blades of the two stages of blades adjacent to each first stage of blades;

the blades of the first stage of blades are offset angularly with respect to the blades of the at least one second blade stage of an angular offset corresponding to the thickness of the blades of the first stage of blades and / or the second stage of blades;

the blades of the first blade stage are offset angularly with respect to the blades of the at least one second blade stage by an angular offset equal to half the angular pitch between the blades of the first blade stage and / or the at least one second blade; blade stage;

the blades of said first blade stage are offset angularly with respect to all the blades of all other blade stages;

the blades of each blade stage are offset angularly with respect to all the blades of all the other blade stages;

According to another aspect, the invention relates to a tangential fan intended to equip a motor vehicle comprising a volute defining a substantially cylindrical housing, an electric motor and a turbine as described above. in all its combinations, received in the substantially cylindrical housing and adapted to be rotated by the electric motor.

The invention also relates to a ventilation device for a motor vehicle, in particular for a motor vehicle heat exchange system, comprising a tangential fan as described above, in all its combinations, and a plurality of tubes capable of be supplied with airflow by the tangential fan.

Advantageously, each tube of the plurality of tubes has at least one ejection opening of a flow of air passing through the tube.

In addition, the ventilation device according to the invention preferably comprises one or more of the following characteristics, taken alone or in combination:

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

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

a leading edge;

a trailing edge opposite the leading edge;

first and second profiles, each extending between the leading edge and the trailing edge,

said at least one opening of the duct being on the first profile, said at least one opening being configured so that the flow of ejected air flows along at least a portion of the first profile, said at least one opening of the first profile is delimited by an outer lip and an inner lip, an end of the inner lip extending, in the direction of the second profile, beyond a plane normal to the free end of the lip external ;

the maximum distance between the first and the second profiles, in a direction of alignment of the tubes, is downstream of the said at least one opening, in the direction of flow of the said flow of air ejected by the said at least one opening, the maximum distance preferably being greater than or equal to 5 mm, preferably greater than or equal to 10 mm, and / or less than or equal to 20 mm, preferably less than or equal to 15 mm, the maximum distance being even more preferably equal at 11.5 mm;

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

the first profile comprises a first substantially rectilinear portion, preferably downstream of the curved portion in the direction of flow of said air flow ejected by the at least one opening, wherein the second profile comprises a substantially straight portion, s' extending preferably over a majority of the length of the second profile, the first straight portion of the first profile and the rectilinear portion of the second profile forming a non-flat angle, the angle preferably being greater than or equal to 5 °, and / or less or equal to 20 °, more preferably substantially equal to 10 °;

the first rectilinear part extends over a section of the first profile corresponding to a length, measured in a direction perpendicular to the direction of alignment of the ducts and to a longitudinal direction of the ducts, greater than or equal to 30 mm, preferably greater than or equal to 40 mm, and / or less than or equal to 50 mm; the first profile comprises a second rectilinear part, downstream of the first rectilinear part in the direction of flow of the air flow ejected by the at least one opening, the second rectilinear part extending substantially parallel to the rectilinear part of the second profile, the first profile preferably comprising a third straight portion, downstream of the second straight portion of the first profile, the third straight portion forming a non-flat angle with the straight portion of the second profile, the third straight portion extending substantially until a rounded edge connecting the third rectilinear portion of the first profile and the rectilinear portion of the second profile, the rounded edge defining the trailing edge of the duct profile;

the distance between the second rectilinear part of the first profile and the rectilinear part of the second profile is greater than or equal to 2 mm and / or less than or equal to 10 mm, preferably less than or equal to 5 mm;

said geometrical section of the duct has a length, measured in a direction perpendicular to the direction of alignment of the tubes and at a principal direction of extension of the tubes, greater than or equal to 50 mm and / or less than or equal to 70 mm, of preferably substantially equal to 60 mm; the ventilation device comprises at least a first and a second tube, the first profile of the first conduit being vis-à-vis the first profile of the second conduit;

the ventilation device further comprises a third tube, such that the second profile of the second tube is vis-à-vis the second profile of the third tube, the distance between the center of the geometric section of the second tube and the center of the geometric section of the third tube being preferably less than the distance between the center of the geometric section of the first tube and the center of the geometric section of the tube; and each tube is symmetrical with respect to the plane containing the leading edge and the trailing edge, so that each duct has two symmetrical openings, respectively on the first profile and on the second profile. Finally, according to yet another aspect, the invention aims at a cooling module for a motor vehicle comprising a heat exchange device and a ventilation device as described above, in all its combinations, adapted to create a flow of heat. air through the heat exchanger.

The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent from the following detailed explanatory description of embodiments of the invention given as examples. purely illustrative and non-limiting, with reference to the attached schematic drawings. On these drawings:

Figure 1 is an exploded schematic view of a cooling module of a motor vehicle;

FIG. 2 diagrammatically represents a part of the ventilation device of the cooling module of FIG. 1;

Figures 3 and 4 schematically shows a detail of two variants of the ventilation device of Figure 2;

Figure 5 is a perspective view of an example of a turbine that can be implemented in a ventilation device according to Figure 3 or 4;

Figure 5 schematically shows a longitudinal section of the fan of Figure 2 provided with the reducing device of Figure 4;

Figure 6 is a front view of a detail of the turbine of Figure 5;

FIG. 7 schematically represents the superposition of the sectional views along the planes A-A and B-B of FIG. 6;

FIG. 8 is a diagrammatic front view of a detail of a variant of the turbine of FIG. 5;

FIG. 9 schematically represents the superposition of the sectional views along the planes DD and EE of FIG. 8; Figure 10 is a perspective view of a portion of the heat exchange module of Figure 1 cut in a transverse plane;

Fig. 11 is a cross-sectional view of a portion of the heat exchange module of Fig. 1;

Figure 12 is a cross-sectional view of a first example of aerodynamic tube implemented in the heat exchange module of Figure 1;

Figures 13 to 15 illustrate in cross-section other examples of aerodynamic tubes that can be implemented in the heat exchange module of Figure 1; and

FIG. 16 is a cross-section of an example of a ventilation tube that can be implemented in the heat exchange module of FIG. 1. In the remainder of the description, the elements that are identical or of identical function bear the same reference sign. For the sake of brevity of the present description, these elements are not described in detail in each embodiment. On the contrary, only the differences between the variant embodiments are described in detail.

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

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

The heat-transfer ducts 4 each extend between a fluid intake manifold 5 and a fluid discharge manifold 7, common to all the heat-transfer ducts 4. Preferably, the orifices of the fluid intake manifold 5, in which open the heat pipes 4 are all included in the same foreground. Likewise, the orifices of the fluid evacuation manifold 7 into which the heat-conducting ducts 4 open are all included in one and the same second plane, preferably parallel to said first plane.

More particularly, and conventionally in motor vehicle heat exchangers, each heat-carrying tube 4 has a substantially oblong cross-section, and is delimited by first and second planar walls which are connected to heat-exchange fins 6 (cf. Figures 10 and 11). For the sake of clarity, the fins are not shown in FIG.

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

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

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

The number of ventilation tubes 8 is adapted to the number of heat-transfer tubes 4. For example, for a conventional heat exchanger 1, the ventilation device 2 may comprise, for example, at least ten ventilation tubes 8, preferably at least 15 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 at most thirty ventilation tubes 8. The heat exchanger 1 may for example have between sixty and seventy heat-transfer tubes 4.

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

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

Moreover, in order to limit the volume occupied by the heat exchange module 10 comprising the heat exchanger 1 and the ventilation device 2, while obtaining heat exchange performance similar to that of a cooling device. propeller ventilation, the row of ventilation tubes 8 may be arranged at a distance less than or equal to 150 mm from the row of heat transfer tubes 4, preferably less than or equal to 100 mm. This distance is preferably greater than or equal to 5 mm, preferably greater than 40 mm. Indeed, a too short distance between the ventilation tubes 8 and the heat-transfer tubes 4 may not allow a homogeneous mixture of air flow ejected from the ventilation tubes 8 with the induced air flow. An inhomogeneous mixture does not allow homogeneous cooling of the heat transfer tubes 4 and induces high pressure losses. Too great a distance may not allow to set up the assembly formed by the ventilation device and the heat exchange device in a motor vehicle without requiring a suitable design of the power unit and / or other motor vehicle bodies present in the vicinity of the heat exchange module.

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

In the example illustrated in Figures 1 to 2, the ventilation device 2 further comprises a supply device supplying air to the ventilation tubes 8 via an air intake manifold 12. In this case, the ventilation device 2 comprises two air intake manifolds 12 disposed respectively at a longitudinal end of the ventilation tubes 8. A tangential fan 100 is disposed inside each air intake manifold 12. More particularly, the turbine 102 of such a tangential fan 100 is disposed inside each intake manifold 12, which intake manifold 12 performs the volute function of the tangential fan 100. Each air intake manifold 12 can for example be tubular. In the embodiment of FIG. 2, the air intake manifolds 12 extend in the same longitudinal direction L102, which is here perpendicular to the elongation direction (or longitudinal direction) of the heat-transfer tubes 4 and 8. Thus, each intake manifold 12 defines a substantially cylindrical housing for receiving the turbine 102, the housing being of axis parallel to the longitudinal direction L102 of the turbine 102. The turbine 102 is free to rotate in the air intake manifold 12, around the axis of the housing formed in the air intake manifold 12 considered. The tangential fan motor 100 may be received in a base 104 of the air intake manifold 12. The fluid communication between the turbine receiving housing 102 and the air intake manifold base 104 may be limited or interrupted, to prevent air leakage.

As can be seen in particular in Figures 1 to 4, the air intake manifold 12 comprises a plurality of air ejection ports 14, each air ejection port 14 being connected to a single ventilation tube 8, and more particularly at the end of the ventilation tube 8. Thus, each ventilation tube 8 opens into a hole 14 separate from each manifold 12. Thus, each air manifold 12 has as many orifices 14 as it receives ventilation tubes 8, a ventilation tube 8 being received in each of the orifices 14 of the 12. This allows a more homogeneous distribution of the air flow passing through each air manifold 12, in the different ventilation tubes 8.

Furthermore, in the example of FIG. 3, the housing receiving the turbine 102 is open towards the outside by a longitudinal slot 106 extending over substantially the entire length of the housing formed by an air intake manifold 12, receiving the turbine 102. This allows the outside air to be drawn by the turbine 102 in rotation, the air intake manifold 12 guiding this air sucked towards the ventilation tubes 8.

In the variant of Figure 4, the housing receiving the turbine 102 has an opening 108 at its longitudinal end opposite the base 104 of the air intake manifold 12. Of course, other shapes and positions of openings are conceivable, allowing the intake of outside air by means of the fan 100.

Advantageously, each air manifold 12 is devoid of any other opening than the orifices 14 and the slot 106 or the opening 108, respectively. In particular, the collector 12 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 air flow created in the air collector 12, directly 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 fan or fans 100 in the air intake manifold 12 passes through the or the air collectors 12 so as to be distributed between substantially all the ventilation tubes 8. This also allows a more homogeneous distribution of this air flow.

A first example of turbine 102 of the fan 100 is illustrated in FIGS.

7.

As can be seen in FIG. 5, the turbine 102 comprises a plurality of blades 110 (or blades) distributed in stages 112 along the longitudinal axis L102 of the turbine 102. The longitudinal axis L102 of the turbine corresponds to its axis. of rotation when is driven by the fan motor 100. In the example illustrated, the turbine 102 comprises thirteen stages 112 of blades 110. Of course, this number of stages 112 is not limiting.

Preferably, the blades 110 of a stage 112 are equidistributed angularly around the longitudinal axis L102. In the illustrated example, all the stages 112 have the same number of blades 110. Also, all the blades 110 of the different stages 112 are here identical.

However, as is apparent from Figures 6 and 7, the blades 110 of a first stage H2i are angularly offset about the longitudinal axis L102 of the turbine 102 relative to the blades 110 of a second stage 112 ₂ . In the illustrated example, the first stage H2i and the second stage ll2 ₂ are adjacent, in this case adjacent, in the longitudinal direction of the turbine 102. It should be noted however that the first and second stages H2i, 122 ₂ of blades may be separated by one or more stages 112 of blades 110 and / or by a portion of the turbine 102 without blades 110 and forming for example a shaft portion intended to guide the rotation of the turbine 102 in the housing of the collector 12. As can be seen from FIGS. 6 and 7, in this case, the angular offset between the blades 110 of the first stage H2i and the blades of the second stage 112 ₂ is equal to half of the angular pitch. between two blades 110 of the same stage 112.

This prevents all the blades 110 of the turbine 102 are aligned which could generate a significant noise, especially since all the blades work in synchronization. By shifting the blades 110, it is ensured on the contrary that the blades 110 work in separate groups, which reduces the noise generated.

In particular, in the example of FIGS. 5 to 7, the blades 110 of each stage 112 can be shifted by half the pitch between the blades, with respect to each of the two neighboring stages. Thus, a first half of the stages 112 of blades 110 have blades 110 which are aligned with each other and which are offset by half the angular pitch between the blades 110 with the blades 110 of the other half of the stages 112. divide the noise generated by the turbine 102 in rotation substantially by two, which corresponds to an attenuation of the emitted noise of the order of 3 dB.

In the case of the turbine 102 shown in Figures 8 and 9, however, the angular offset of the blades 110 between two adjacent stages 112i, 112 ₂ corresponds to the thickness of a blade 110.

Alternatively or additionally, the pitch between the blades 110 can be divided into substantially as many intermediate positions as there are stages 112 of blades 110. Thus, it is possible to shift step by step the blades 110 of the different stages. 112, in the same angular direction, along a longitudinal direction. The blades of the different stages then extend substantially along a helix along the different stages 112 of blades 110. In this particular case, all the blades 110 of all the stages 112 are offset with respect to all the blades 110 of all the others. stages 112. This further reduces the noise generated by the turbine 102 in rotation.

Of course, many other configurations are accessible to those skilled in the art, which allow all the blades 110 of all the stages 112 to be offset with respect to all the other blades 110 of all the other stages 112. In particular, from of the previous configuration where the blades 110 of the different stages 112 extend in the manner of a helix, it is possible to invert the various stages, without modifying their orientation around the longitudinal axis L102 of the turbine 102.

Moreover, as illustrated in FIG. 16, each ventilation tube 8 has one or more openings 16 for the passage of an air flow passing through the tube 8. The openings 16 of the ventilation tubes 8 are located outside the 12. The openings 16 may be oriented substantially in the direction of the heat exchanger 1, and more precisely still substantially in the direction of the heat-transfer tubes 4, the openings being for example arranged opposite the tubes heat carriers 4 or fins housed between the heat pipes.

Thus, the air collector (s) 12 and the ventilation tubes 8 are here configured so that an air flow created in the air collector (s) 12 by one or more ventilators 100 is distributed between the different tubes. ventilation 8, traveled the different ventilation tubes 8 and is ejected through the openings 16. The openings 16 being disposed facing the heat exchanger 1, an air flow F2 is ejected through the openings 16, and passes through the heat exchanger 1.

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

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

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

More specifically, according to this example shown in Figure 16, the cross section of the ventilation tubes 8 has a substantially elliptical shape whose small axis corresponds to the height of the ventilation tubes 8 and the major axis to the width of the ventilation tubes 8 (The terms height and width must be understood in relation to the orientation of Figure 16). For example, the small axis h of the ellipse is about 11 mm.

To increase the flow of air F2 ejected to the heat exchanger 1 through the openings 16, the openings 16 are constituted by slots in the wall 17 of the ventilation tube 8, these slots 16 extending in the direction This slot shape makes it possible to constitute a large air passage, while maintaining a satisfactory mechanical strength of the ventilation tubes 8. Thus, to obtain the largest air passage possible, the openings 16 extend over a large part of the length of the ventilation tube 8, preferably over a total length corresponding to at least 90% of the length of the ventilation tube 8. As can be seen in FIG. 16, the openings 16 are delimited by guide lips 18 protruding from the wall 17 of the ventilation tube 8.

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

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

The guide lips 18 are preferably integral with the ventilation tube 8. The guide lips 18 are for example obtained by folding the wall 17 of the ventilation tube 8.

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

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

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

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

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

Another example of ventilation tubes 8 will now be described in greater detail with reference to FIGS. 10 to 12. 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 intake manifolds and the fan 100 they include.

An aerodynamic tube 8 has on at least one portion, preferably over substantially its entire length, a cross section as illustrated in Figure 12 with a leading edge 37, a trailing edge 38 opposite the leading edge 37 and, here, disposed facing the heat pipes 4, and a first and a second profiles 42, 44, each extending between the leading edge 37 and the trailing edge 38. The leading edge 37 is for example defined as the point at the front of the section of the aerodynamic tube 8 where the radius of curvature of the section is minimal. The front of the section of the aerodynamic tube 8 can be defined as the portion of the section of the aerodynamic tube 8 which is opposite - that is to say which is not in front of - of the heat exchanger 1. Similarly, the trailing edge 38 can be defined as the point to 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 16 mm and 26 mm. This distance is here measured in a direction perpendicular to the alignment direction of the row of aerodynamic tubes 8 and the longitudinal direction of the aerodynamic tubes 8.

In the example of Figure 12, the leading edge 37 is free. In this figure also, the leading edge 37 is defined on a parabolic portion of the section of the aerodynamic tube 8.

The aerodynamic tube 8 illustrated in FIGS. 10 to 12 also comprises at least one opening 40 for ejecting a stream of air passing through the aerodynamic tube 8, outside the aerodynamic tube 8 and the air intake manifold 12, in particular substantially in the direction of the heat exchanger 1. The opening or each opening 40 is for example a slot in an outer wall 41 of the aerodynamic tube 8, the slot or slots extending for example in the direction of elongation of the tube aerodynamic 8 in which they are made. The total length of the opening 40 or openings may be greater than 90% of the length of the aerodynamic tube. Each opening 40 is distinct from the ends of the aerodynamic tube 8, through which the aerodynamic tube 8 opens into an air manifold 12. Each opening 40 is also outside the air intake manifold 12. The shape slot makes it possible to constitute a large air passage in the direction of the heat exchanger 1 without greatly reducing the mechanical strength of the aerodynamic tubes 8.

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

The opening 40 is for example disposed near the leading edge 37. In the example of Figure 12, the opening 40 is on the first profile 42. In this example, the second profile 44 is devoid of opening 40. The opening 40 in the first profile 42 is configured so that the flow of air ejected through the opening 40, flows along at least a portion of the first profile 42.

The aerodynamic tubes 8 of the ventilation device 2 can be oriented alternately with the first profile 42 or the second profile 44 facing upwards, as illustrated in FIGS. 10 and 11. Thus, alternatively, two neighboring aerodynamic tubes 8 are such that their first profiles 42 are vis-à-vis or, conversely, their second profiles 44 are vis-à-vis. The distance between two aerodynamic tubes 8 neighbors whose second profiles 44 are vis-à-vis is less than the distance between two aerodynamic tubes 8 neighbors whose first profiles 42 are vis-à-vis. The pitch between two adjacent aerodynamic tubes or the distance between the center of the geometrical section of a first aerodynamic tube 8 and the center of the geometrical section of a second aerodynamic tube 8, such as the first profile 42 of the first aerodynamic tube 8 either vis-à-vis the first profile 42 of the second aerodynamic tube 8, measured in the direction of alignment of the aerodynamic tubes 8 is greater than or equal to 15 mm, preferably greater than or equal to 20 mm, and / or less or equal to 30 mm, preferably less than or equal to 25 mm.

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

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

Indeed, the air flow sent to the row of heat transfer tubes 4 is the sum of the air flow ejected by the slots and induced air. Thus, it is possible to implement one or more fans of reduced power compared to a fan to conventional 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 8. It is thus possible to maintain a passage section. more important between the aerodynamic tubes 8, which promotes the formation of a greater induced air flow.

The opening 40 is, in Figure 12, delimited by lips 40a, 40b. The spacing e between the lips 40a, 40b, which defines the height of the opening 40, may be greater than or equal to 0.3 mm, preferably greater than or equal to 0.5 mm, more preferably greater than or equal to 0.7 mm and / or less than 2 mm, preferably less than or equal to 1.5 mm, more preferably less than 0.9 mm, more preferably less than or equal to 0.7 mm. The height of the slot is the size of this slot in the direction perpendicular to its length. The lower the height of the slot 40, the greater the speed of the air flow ejected by this slot. A high speed of ejected airflow results in a high dynamic pressure. This dynamic pressure is then converted into static pressure in the mixing zone of the air flow ejected by the slot 40 and the induced air flow. This static pressure makes it possible to overcome the pressure losses due to the presence of the heat exchanger downstream of the ventilation device, in order to ensure a suitable flow of air through the heat exchanger. These pressure losses due to the heat exchanger vary in particular as a function of the heat pipe pitch and the pitch of the fins of the heat exchanger, as well as the number of heat exchange modules that can be superimposed. in the heat exchanger. However, a slot height too low induces high pressure losses in the ventilation device, which involves using an air propulsion device or several oversized (s). This can lead to additional cost and / or create a space incompatible with the space available in the vicinity of the heat exchange module in the motor vehicle. The outer lip 40a here consists of the extension of the wall of the aerodynamic tube 8 defining the leading edge 37. The inner lip 40b is constituted by a curved portion 50 of the first profile 42 (see Figure 12). An end 51 of the inner lip 40b may extend, as shown in Figure 11, towards the second profile 44, beyond a plane L normal to the free end of the outer lip 40a. In other words, the end 51 of the inner lip 40b can extend, towards the leading edge 37, beyond the normal plane L at the free end of the outer lip 40a. The end 51 can then contribute to directing the flow of air flowing in the aerodynamic tube 8 towards the opening 40.

As illustrated in FIG. 10, the opening 40 of the aerodynamic tube 8 can thus be configured so that a flow of air F circulating in this aerodynamic tube 8 is ejected by this opening 40, by flowing along the first profile 42 substantially to the trailing edge 38 of the aerodynamic tube 8. The flow of airflow F along the first profile 42 may result from the Coanda effect. It is recalled that the Coanda effect is an aerodynamic phenomenon that results in the fact that a fluid flowing along a surface at a short distance from it tends to outcrop or even hang on it.

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

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

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

Downstream of the curved portion 50 in the direction of ejection of said air flow through the opening 40, the first profile 42 of the aerodynamic tube 8 of the example of Figure 12 comprises a first portion 52 substantially straight. The second profile 44 comprises, in the example illustrated in FIG. 12, a substantially rectilinear portion 48, extending preferably over a majority of the length of the second profile 44. In the example of FIG. 12, the length 1 of the first rectilinear part 52, measured in a direction perpendicular to the longitudinal direction of the aerodynamic tube 8 and the alignment direction of the row of aerodynamic tubes, may be greater than or equal to 30 mm, preferably greater than or equal to 40 mm, and / or less than or equal to 50 mm. A relatively large length of this first rectilinear part is desired in particular for guiding the air flow ejected from the opening 40, which makes it possible to ensure greater suction of air. The length of this first rectilinear part is however limited because of the corresponding size of the ventilation device and its consequences on the packaging of the ventilation device or the heat exchange module.

In this case, the first rectilinear portion 52 of the first profile 42 and the straight portion 48 of the second profile 44 may form a non-flat angle Q. The angle Q 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 rectilinear part 48 of the second profile 44 makes it possible to accentuate the expansion of the flow of air ejected by the opening 40 and undergoing the Coanda effect forcing it to follow the first profile 42, this accentuated expansion to increase the induced air flow. An angle Q too great, however, may prevent the realization of the Coanda effect, so that the flow of air ejected through the opening 40 may not follow the first profile 42 and, therefore, not to be oriented correctly towards the heat exchanger 2.

The first profile 42 may comprise, as illustrated in FIG. 12, a second rectilinear portion 38a, downstream of the first straight portion 52, in the ejection direction of the air flow, the second straight portion 38a extending substantially parallel to the rectilinear portion 48 of the second profile 44. The first profile 42 may also include a third straight portion 54, downstream of the second straight portion 38a of the first profile 42. The third straight portion 54 may form a non-flat angle with the rectilinear portion 48 of the second profile 44. The third rectilinear portion 54 may extend, as illustrated, substantially to a rounded edge connecting the third rectilinear portion 54 of the first profile 42 and the straight portion 48 of the second profile 44. The edge rounded can define the trailing edge 38 of the cross section of the aerodynamic tube 8.

The straight portion 48 of the second profile 44 extends in the example of Figure 12 over the majority of the length c of the cross section. This length c is measured in a direction perpendicular to the longitudinal direction of the aerodynamic tubes 8 and the alignment direction of the row of the aerodynamic tubes 8. This direction corresponds, in the example of Figure 12, substantially to the direction of the flow of the induced air flow. In this first exemplary embodiment, the length c of the cross section (or width of the aerodynamic tube 8) may be greater than or equal to 50 mm and / or less than or equal to 70 mm, preferably substantially equal to 60 mm. Indeed, the inventors have found that a relatively large length of the cross section of the aerodynamic tube makes it possible to more effectively guide the flow of air ejected through the opening 40 and the induced air flow, which mixes with this flow of air ejected. However, too great a length of the cross section of the aerodynamic tube 8 poses a problem of packaging of the ventilation device 2. In particular, the bulk of the heat exchange module can then be too important 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. 12, the second rectilinear portion 38a of the first profile 42 and the portion 38b of the rectilinear portion 48 of the second profile 44 facing it are parallel. For example, the distance f between this second rectilinear portion 38a and the portion 38b of the rectilinear portion 48 of the second profile 44 may be greater than or equal to 2 mm and / or less than or equal to 10 mm, preferably less than or equal to 5 mm. mm.

FIG. 12 further illustrates that the cross section (or geometrical section) of the aerodynamic tube 8 delimits a passage section S for the flow of air passing through the aerodynamic tube 8. This passage section S is here defined by the walls of the aerodynamic tube 8 and the segment extending in the alignment direction of the aerodynamic tubes 8 between the second profile 44 and the end of the end 51 of the inner lip 40b. This passage section may have an area greater than or equal to 150 mm ² , preferably greater than or equal to 200 mm ² , and / or less than or equal to 700 mm ² , preferably less than or equal to 650 mm ² . A passage section of the air flow in the aerodynamic tube 8 limits the pressure losses that would have the consequence of having to oversize the fan or fans used to obtain an air flow ejected through the desired opening 40. However, a large passage section induces a large size of the aerodynamic tube 8. Thus, with fixed pitch aerodynamic tubes, a larger passage section may affect the passage section of the induced air flow between the aerodynamic tubes 8 , thus not making it possible to obtain a satisfactory total flow of air directed towards the heat-transfer tubes 4.

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

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

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

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

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

In the examples of Figures 13, 14 and 15, the aerodynamic ducts 8 are substantially straight, parallel to each other and aligned to form a row of aerodynamic tubes 8. However, the first and second profiles 42, 44 of each aerodynamic tube 8 are, according to these examples, symmetrical with respect to a plane CC, or rope plane, passing through the leading edge 37 and the trailing edge 38 of each aerodynamic tube 8. As the first and second profiles 42, 44 are symmetrical, each of these profiles 42, 44 is provided with an opening 40. Thus, at least a first opening 40 is formed on the first profile 42, which is configured so that a the air flow exiting the first opening 42 flows along at least a portion of the first profile 42. Likewise, at least a second opening 40 is present on the second profile 44, which is configured so that a The flow of air exiting the second opening 40 flows along at least a portion of the second profile 44. As with the example of FIG. 12, this can be achieved here by implementing the Coanda effect.

For the same reasons as those given for the example of FIG. 12, the distance c between the leading edge 37 and the trailing edge 38 can also, in these examples, be greater than or equal to 50 mm and / or lower. or equal to 80 mm. In particular, the length c may be equal to 60 mm.

The openings 40 are similar to those of the example of FIG. 12. In particular, the distance e between the inner and outer lips 40b and 40a of each opening 40 may be greater than or equal to 0.3 mm, preferably greater than or equal to 0.5 mm, more preferably greater than or equal to 0.7 mm, and / or less than or equal to 2 mm, preferably less than or equal to 1.5 mm, more preferably less than or equal to 0.9 mm and more preferably still less than or equal to 0.7 mm.

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

In other words, unlike the embodiment of FIG. 12, an ambient air passage is created between each pair of adjacent aerodynamic tubes 8 made according to one of FIGS. 13 to 15.

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

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

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

In the example illustrated in FIG. 13, the first and second profiles 42, 44 of the aerodynamic tube 8 converge towards the trailing edge 38 so that the distance separating the first and second profiles 42, 44 decreases strictly towards the leak 38 from a point of these first and second profiles 42, 44 corresponding to the maximum distance h between these two profiles, these points of the first and second profiles 42, 44 being downstream of the openings 40 in the direction of flow of the air flow ejected by the opening 40. Preferably, the first and second profiles 42, 44 each form an angle of between 5 and 10 ° with the CC symmetry rope of aerodynamic tube cross section 8.

As a result, contrary to the example of FIG. 12, the aerodynamic profile of FIG. 13 does not include a portion delimited by first and second parallel opposed plane walls. This has the advantage of limiting the drag along the aerodynamic profile of the aerodynamic tube 8.

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

In the example illustrated in FIG. 14, the trailing edge 38 is formed by the apex joining two straight symmetrical portions 60 of the first profile 42 and the second profile 44 of each aerodynamic tube 8. According to the variant of FIG. trailing edge 38 is the point of the cross section of the aerodynamic tube 8 located closest to the heat exchanger. In other words, the angle formed by the two rectilinear portions 60 is less than 180 °, especially less than 90 °.

On the contrary, in the variant of Figure 15, the trailing edge 38 is disposed between the two straight portions 38a, 38b of the first and second profiles 42, 44. In other words, the angle formed by the rectilinear portions 60 is here greater than 90 °, in particular greater than 180 °.

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

Claims

A turbine (102) for a tangential fan (100) for equipping a motor vehicle, the turbine extending mainly in the direction of a longitudinal axis (L102) of the turbine (102), the turbine (102) having a a plurality of blades (110) distributed in stages (112; 112i; 112 ₂ ) along said longitudinal axis (L102) of the turbine (102), each stage (112; 112i; 112i) comprising a plurality of blades (110) distributed angularly about said longitudinal axis (L102) of the turbine (102), the blades (110) of each stage (112; 112i; 1 12i) of blades (110) preferably being equidistributed angularly about said longitudinal axis (L102) of the turbine (102), wherein the turbine blades (110) of a first stage (H2i) of blades (110) are offset angularly relative to the blades (110) at least a second stage (ll2 ₂₎ blades (110).

2. Turbine according to claim 1, wherein the blades (110) of the first stage (H2i) of blades (110) are angularly offset relative to the blades (110) of two stages (112) of blades (110) adjacent to said first stage (H2i) of blades (110).

3. Turbine according to claim 2, wherein the blades (110) of each first stage (H2i) of blades (110) are angularly offset relative to the blades (110) of the two stages (112) of blades (110) adjacent to each first stage (H2i) of blades (110).

4. Turbine according to one of claims 1 to 3, wherein the blades (110) of the first stage (H2i) of blades (110) are angularly offset relative to the blades (110) of the at least one second stage (ll2 ₂ ) of blades (110) of an angular offset corresponding to the thickness of the blades (110) of the first stage (H2i) of blades (110) and / or the second stage (ll2 ₂₎ blades (110).

5. Turbine according to any one of claims 1 to 3, wherein the blades (110) of the first stage (H2i) of blades (110) are angularly offset relative to the blades (110) of the at least one second stage (112). ₂₎ blades (110) of an angular offset equal to half the angular pitch between the blades (110) of the first stage (H2i) of blades (110) and / or at least one second stage (ll2 ₂₎ blades (110).

Turbine according to any one of the preceding claims, in which the blades (110) of said first stage (H2i) of blades (110) are angularly offset with respect to all the blades (110) of all the other stages (112). of blades (110).

The turbine according to claim 6, wherein the blades (110) of each blade stage (112) are angularly shifted with respect to all the blades (110) of all other blade stages (110). ).

8. Tangential fan (100) intended to equip a motor vehicle comprising a volute (12) defining a substantially cylindrical housing, an electric motor and a turbine (102) according to any one of the preceding claims received in the substantially cylindrical and adapted housing to be rotated by the electric motor.

9. Ventilation device (2) for a motor vehicle, in particular for a heat exchanger module (10) for a motor vehicle, comprising a tangential fan (100) according to claim 8, and a plurality of tubes (8) capable of being supplied with air flow by the tangential fan (100), each tube (8) having at least one opening (16; 40) for ejecting a flow of air passing through the tube (8).

10. heat exchange module (10) for a motor vehicle comprising a heat exchange device (1) and a ventilation device (2) according to claim 9, adapted to create an air flow (Fl) to through the heat exchange device (1).