Classifications

• • 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
  • F01P3/00—Liquid cooling
  • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K11/00—Arrangement in connection with cooling of propulsion units
  • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
  • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
• • 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
  • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
  • F01P11/10—Guiding or ducting cooling-air, to, or from, liquid-to-air heat exchangers
• • 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
  • F01P5/06—Guiding or ducting air to, or from, ducted fans
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2306/00—Other features of vehicle sub-units
  • B60Y2306/01—Reducing damages in case of crash, e.g. by improving battery protection
• • 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
  • F01P3/00—Liquid cooling
  • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
  • F01P2003/187—Arrangements or mounting of liquid-to-air heat-exchangers arranged in series
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

• the invention relates to a cooling module for an electric motor vehicle, with a tangential turbomachine.
• the invention also relates to an electric motor vehicle provided with such a cooling module.
• a cooling module (or heat exchange module) of a motor vehicle conventionally comprises at least one heat exchanger and a ventilation device adapted to generate an air flow in contact with at least one heat exchanger.
• the ventilation device thus makes it possible, for example, to generate a flow of air in contact with the heat exchanger, when the vehicle is stationary.
• the at least one heat exchanger is of substantially square shape, the ventilation device then being a propeller fan whose diameter is substantially equal to the side of the square formed by the heat exchanger .
• the heat exchanger is then placed next to at least two cooling bays, formed in the front face of the body of the motor vehicle.
• a first cooling bay is located above the bumper while a second bay is located below the bumper.
• Such a configuration is preferred because the heat engine must also be supplied with air, the engine air intake conventionally being located in the passage of the air flow passing through the upper cooling bay.
• electric vehicles are preferably provided only with cooling bays located under the bumper, more preferably with a single cooling bay located under the bumper.
• the electric motor does not need to be supplied with air. And reducing the number of cooling bays improves the aerodynamic characteristics of the electric vehicle. This also translates by better autonomy and higher top speed of the motor vehicle.
• An object of the invention is to provide a cooling module for an electric motor vehicle which does not have at least some of the aforementioned drawbacks.
• an object of the invention is to provide a robust cooling module, aimed in particular at better protecting the heat exchangers in the event of a frontal impact.
• the invention relates to a cooling module for an electric motor vehicle comprising:
• the housing has a sacrificial zone intended to deform and / or to break preferentially, in the event of an impact, the sacrificial zone preferably being at vicinity of one end of the housing.
• the tangential turbomachine makes it possible to create an air flow through the heat exchangers with a better efficiency than if a propeller fan were implemented, in particular in the case where the at least one heat exchanger has a limited height in relation to their length.
• the cooling module comprises one or more of the following characteristics, taken alone or in combination:
• the sacrificial zone forms a longitudinal portion of the housing
• the sacrificial zone has a reduced thickness compared to the rest of the case
• the sacrificial zone is made of a material different from the rest of the case
• each of the at least one heat exchanger is less than or equal to 350 mm, the cooling module preferably having a height of between 70 mm and 300 mm;
• the cooling module comprises at least two heat exchangers
• Each of the heat exchangers has a width of between 20 mm and 700 mm;
• the heat exchangers are arranged one behind the other in the channel;
• the cooling module has a longitudinal dimension of between 12 mm and 140 mm;
• the cooling module comprises between four and seven heat exchangers, preferably four or five heat exchangers;
• At least one tangential turbomachine comprises a tangential propeller, having a substantially cylindrical shape, provided with at least one stage of blades;
• the tangential propeller (s) is / are arranged so that the height of the tangential propeller (s) extends parallel to the lateral direction of the heat exchangers;
• the height of the at least one tangential propeller is substantially equal to the width of at least the heat exchanger, preferably to the width of all the heat exchangers;
• the at least one tangential propeller has a diameter of between 35 mm and 200 mm and / or the at least one tangential turbomachine comprises a motor adapted to make the tangential propeller rotate about its axis, at a speed of between 200 revolutions / min and 14,000 rpm.
• a motor vehicle with an electric motor comprising a body, a bumper and a module of cooling as described above in all its combinations, the body defining at least one cooling bay arranged under the bumper, the cooling module being arranged opposite the at least one cooling bay, preferably so that the sacrificial area is oriented towards the cooling bay.
• FIG. 1 schematically shows the front part of an electric motor vehicle, seen from the side;
• FIG. 2 is a schematic perspective view of a cooling module that can be implemented in the motor vehicle of Figure 1;
• FIG. 3 is a view similar to FIG. 2, of the same cooling module from which part of the housing has been removed;
• FIG. 4 is a cutaway view along plane IV-IV of the cooling module of FIG. 2;
• FIG. 5 is a schematic view of a detail of the cooling module of Figure 2;
• FIG. 6 is a perspective view of the cooling module of FIG. 2, in an opposite orientation
• FIG. 7a schematically illustrates a first variant of the cooling module
• FIG. 7b schematically illustrates a second variant of the cooling module
• FIG. 7c schematically illustrates a third variant of the cooling module
• FIG. 8 schematically illustrates a fourth variant of the cooling module.
• FIG. 1 schematically illustrates the front part of a motor vehicle 10 with an electric motor 12.
• the vehicle 10 comprises in particular a body 14 and a bumper 16 carried by a frame (not shown) of the motor vehicle 10
• the body 14 defines a cooling bay 18, that is to say an opening through the body 14.
• the cooling bay 18 is unique here.
• This cooling bay 18 is located in the lower part of the front face 14a of the body 14. In the example illustrated, the cooling bay 18 is located under the bumper 16.
• a grid 20 can be placed in the cooling bay. cooling 18 to prevent projectiles from passing through the cooling bay 18.
• a cooling module 22 is placed opposite the cooling bay 18.
• the grid 20 makes it possible in particular to protect this cooling module 22.
• the cooling module 22 is more clearly visible in Figure 2.
• the cooling module 22 essentially comprises a housing 24 forming an internal channel between two opposite ends 24a, 24b.
• the end 24a is intended to be disposed opposite the cooling bay 18.
• the opening of the housing 24 at this front end 24a of the channel can be partially closed by means of a mesh 26.
• the housing 24 is here made in two parts 24i, 242 which are fixed together by any means accessible to those skilled in the art.
• the two parts 24i, 242 are screwed together at the level of a collar.
• the front part 24i has essentially the shape of a rectangular parallelepiped open on two sides opposites.
• the rear part 242 has a significantly more complex shape. This rear part 242 in particular here forms the volute of a tangential turbomachine 28.
• Figure 3 illustrates the cooling device 22, the front part 24i of the housing 24 has been removed.
• Figure 3 thus illustrates the presence of a plurality of heat exchangers 30I-304 in the duct formed inside the housing 24.
• four heat exchangers 30I -3O4 are provided.
• this number of heat exchangers is not limiting.
• a different number of heat exchangers can be provided in the housing, in particular at least one heat exchanger, preferably between four and seven heat exchangers, even more preferably four or five heat exchangers.
• the heat exchangers 30I-304 are illustrated in Figure 3 schematically in the form of substantially rectangular plates.
• the heat exchangers 30I-3Ü4 have in particular a height h3o, measured in a substantially vertical direction, less than or equal to 350 mm.
• the 30I-304 heat exchangers are thus particularly well sized to be in contact with an air flow coming from the cooling bay 18.
• all the heat exchangers 30-1430 are identical and all have the same height h3o. In the case where the 30I -3O4 heat exchangers have different heights, it is preferred that all these heights are less than or equal to 350 mm.
• the height h3o of the 30I -3O4 heat exchangers is between 70 mm and 300 mm. This in fact makes it possible to ensure satisfactory performance of the heat exchangers 30I -3 ⁇ 4 while retaining a reduced size of these heat exchangers, size particularly suited to the implementation of a single cooling bay 18. Again, in the case of where the 30I-304 heat exchangers have different heights, it is preferred that the height of each 30I-304 heat exchanger is between 70mm and 300mm.
• the cooling module 22 has a height h22 of between 70 mm and 300 mm.
• the height h3o 30I-304 heat exchangers is always substantially less than the height h22 of the cooling module 22.
• the 30I-304 heat exchangers can be relatively numerous, in particular up to four or five 30I-304 heat exchangers, or even up to seven heat exchangers.
• the heat exchangers can be split into two by placing them in series two by two on the fluid circuit which passes through them.
• a heat exchanger of a conventional cooling module can correspond to two or more heat exchangers in the cooling module 22, these being traversed by the same fluid.
• the order of the heat exchangers can be determined as a function of a temperature of the fluid passing through them or d 'a distance from the heat exchanger in question to a hot source, on the fluid circuit which passes through it.
• the heat exchangers through which a hotter fluid passes are disposed further from the end 24a of the housing 24 intended to be disposed just behind the cooling bay 18 than the heat exchangers through which a cooler fluid passes.
• the arrangement of the heat exchangers 30I-3Ü4 one behind the other in the axial direction X of the cooling module 22 also makes it possible to limit the size of the cooling module 22 according to its two other lateral and vertical dimensions.
• the depth P22 of the cooling module 22 is between 12 mm and 140 mm.
• the width L30 of the heat exchangers 30I-304 or each heat exchanger 30I -304 may be between 12 mm and 140 mm.
• a tangential turbomachine 28 is preferred. Indeed, a propeller fan would not make it possible to obtain a substantially uniform air flow in contact with the heat exchangers 30I -304, in particular over substantially the entire length of these heat exchangers 30I-304, length measured in the lateral direction.
• the tangential turbomachine 28 comprises a turbine 32 (or tangential propeller).
• Turbine 32 has a substantially cylindrical shape, as can be seen more particularly in FIG. 5.
• Turbine 32 comprises several stages of blades 34 (or blades), in this case sixteen stages of blades 34. Of course this number of blades 34. stages of blades 34 is not limiting and the turbine 32 may comprise, more generally, at least one stage of blades 34.
• Each stage of blades 34 comprises the same number of blades 34, angularly evenly distributed around the axis of rotation A32 of the turbine 32.
• the stages of blades 34 are angularly offset so that the blades 34 are not aligned, preferably so that no blade 34 is aligned with another blade 34 of another stage of blades 34, in the lateral direction Y of the cooling module 22.
• By shifting the blades 34 on the contrary, it is ensured that the blades 34 work in separate groups, which makes it possible to reduce the noise generated.
• a tangential turbomachine 28 is thus obtained, the noise pollution of which can be limited.
• cooling module 22 for an electric motor vehicle, since an electric motor is noticeably quieter than a heat engine.
• the cooling module 22 is intended to be used also when the electric motor is stopped, in particular when the batteries are recharged. The noise of the tangential turbomachine 28 could then be considered as annoying by the users.
• the blades 34 of each stage can in particular be offset by half the pitch between the blades 34, relative to each of the two neighboring stages.
• a first half of the blade stages 34 have blades 34 which are aligned with one another and which are offset by half the angular pitch between the blades 34 with the blades 34 of the other half of the blade stages 34. It is possible to thus theoretically divide the noise generated by the rotating turbine 22 substantially by two, which corresponds to an attenuation of the emitted noise of the order of 3 dB.
• the angular offset of the blades 34 between two neighboring stages of blades 34 corresponds to the thickness of a blade 34.
• the pitch between the blades 34 can be divided into substantially as many intermediate positions as there are stages of blades 34.
• the blades 34 of the blades can be shifted step by step. different stages of blades 34, in the same angular direction, along a longitudinal direction of the turbine 32.
• the blades 34 of the different stages then extend substantially in a helix along the various stages of blades 34.
• all the blades 34 of all the stages of blades 34 are offset with respect to all the blades 34 of all the other stages of blades 34. This makes it possible to further reduce the noise generated by the rotating turbine 32.
• the turbomachine 28 also comprises a motor 36 (or geared motor) adapted to drive the turbine 32 in rotation about its axis of rotation A32.
• the axis of rotation A32 of the turbine 32 which corresponds to the direction of the height of the turbine 32, is oriented substantially parallel to the lateral direction Y of the heat exchangers 30I -3C> 4.
• the turbomachine 28 is thus adapted to create a substantially constant air flow over the entire width of the same heat exchanger 30I-3C> 4.
• the height h 32 of the turbine 32 is substantially equal to the width L30 of the heat exchangers 30I -3C> 4.
• the motor 36 is for example suitable for driving the turbine 32 in rotation, at a speed between 200 rev / min and 14,000 rev / min. This makes it possible in particular to limit the noise generated by the turbomachine 28.
• the diameter D32 of the turbine 32 is for example between 35 mm and 200 mm to limit.
• the turbomachine 28 is thus compact.
• the rear part 242 of the housing 24 forms the volute of the turbomachine 28, as is more particularly visible in Figures 4 and 5.
• the section of the duct formed in the housing 24 is significantly greater at the end 24a than at its opposite end 24b.
• the turbomachine 28 is thus allowed to create an air flow in the housing 24 which has a certain pressure, in order to facilitate the passage by said air flow of the duct through the housing 24, despite the presence of the exchangers. thermal 30I -304.
• the housing 24 of the cooling module 22 has here a sacrificial zone 40 intended to deform and / or to break preferentially, in the event of an impact, in particular in the event of a frontal impact.
• the sacrificial zone 40 is preferably in the vicinity of a front end 24a, intended to be closest to the bumper 16 and / or to the cooling bay 18 of the motor vehicle 10, when the cooling module 22 is mounted in the vehicle 10.
• the sacrificial zone 40 is preferably disposed longitudinally between the end 24a and the heat exchanger 30i disposed closest to this end 24a.
• the sacrificial zone 40 is in the form of a longitudinal portion of the housing 24, for example in the form of a strip.
• the latter can in particular:
• the turbomachine 28 is in a high position, in particular in the upper third of the housing 24, preferably in the upper quarter of the housing 24.
• This makes it possible in particular to protect the turbomachine 28 in the event of submersion and / or to limit the size of the cooling module 22 in its lower part.
• the turbomachine 28 may be in a middle position, illustrated in FIG. 7b, in particular in the middle third of the height of the housing 24, for example for reasons of integration of the cooling module 24 in its environment.
• the turbomachine 28 and more particularly the turbine 32 of this turbomachine 28 is movable in the direction of the height of the heat exchangers 30I -3Ü4, relative to these exchangers thermal 3CH-304.
• Such a configuration can for example make it possible to manage, punctually over time, the cooling of a portion of the 3CH-304 heat exchangers.
• the turbomachine 28 operates in suction mode, that is to say it sucks in the ambient air to bring it into contact with the various 3CH-304 heat exchangers.
• the turbomachine 28 operates on a blow-off basis, blowing air to the various 3CH-304 heat exchangers.
• turbomachine is in the housing of the cooling module, the turbomachine may be outside this housing, disposed at one end or another of this unit depending on whether it operates in suction or in blowing mode.
• the sacrificial zone 40 is not illustrated for the sake of clarity of the figures. However, this sacrificial zone 40 can also be present on the housing 24 of the cooling modules illustrated in these figures.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Transportation (AREA)
• Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
• Motor Or Generator Cooling System (AREA)
• Motor Or Generator Frames (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=67107859

Family Applications (1)

Country Status (5)

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Family Cites Families (25)

• 2019
  • 2019-03-15 FR FR1902675A patent/FR3093763B1/fr active Active
• 2020
  • 2020-03-12 WO PCT/FR2020/050511 patent/WO2020188190A1/fr active Application Filing
  • 2020-03-12 US US17/439,183 patent/US12011987B2/en active Active
  • 2020-03-12 CN CN202080021127.5A patent/CN113574258A/zh active Pending
  • 2020-03-12 EP EP20726181.9A patent/EP3938634A1/de active Pending

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