FR3048723A1 - METHOD FOR CONTROLLING THE COOLING OF MULTIPLE COOLANT FLUID BUCKLES IN A MOTOR VEHICLE - Google Patents

Abstract

The invention relates to a method for managing the cooling of at least two cooling fluid loops with one of said at least two loops being the cooling loop of a power unit (GMP) of a motor vehicle, each of said at least two loops having a heat exchanger (7, 8, 9) disposed in a front cooling front of the motor vehicle. Each heat exchanger (7, 8, 9) comprises at least two parts (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) individually connected to each of the at least two loops. The parts (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) of the heat exchangers (7, 8, 9) are distributed between the at least two loops according to the respective cooling requirements of the at least two loops, one the largest number of heat exchanger portions (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) (7, 8, 9) being allocated to the loop requiring the strongest cooling.

Description

METHOD FOR CONTROLLING THE COOLING OF MULTIPLE COOLANT FLUID BUCKLES IN A MOTOR VEHICLE

The invention relates to a cooling management method of at least two cooling fluid loops with one of at least two loops being the cooling loop of a powertrain of a motor vehicle and a cooling set common to both loops.

[0002] More particularly, but not exclusively, in a preferred application, the present invention integrates three cooling functions: cooling the powertrain engine, cooling the supercharging gases for a turbocharged engine and cooling the fluid. refrigerant of a cooling loop of the air conditioning. It should be borne in mind that the invention can be applied for a different number of loops at least greater than or equal to two or other types of cooling loops.

By taking as a non-limiting example this preferred application, to date there are three separate exchangers, one for each of these cooling functions. Each exchanger makes it possible to cool each fluid circulating in a loop dedicated to each function, this fluid being advantageously water or water-based.

In the front cooling front, a high temperature radiator or HT radiator cools the engine. A radiator, generally low temperature or radiator BT, cools the cooling fluid used to cool the charge air in a charge air cooler. Finally, a radiator, generally low temperature or radiator BT, cools the cooling fluid that has been in exchange for heat with the coolant of the air conditioning in a condenser or, in another mode, the cooling facade comprises a condenser for the fluid refrigerant air conditioning.

[0005] Thus, new heat exchangers have been developed for the respective cooling of the three loops: a coolant condenser for the air conditioning cooling loop and a coolant charge air cooler.

The front exchangers are still generally distinct, except in some cases the cooling air cooler and coolant condenser. Each of the front exchangers works differently and appropriately to the associated cooling loop.

For example, for engine cooling, the objective is to cool the various elements of the powertrain, including the cylinder head, the engine lubricating oil and the gearbox, preferably automatic. The cooling fluid is then returned to the cooling facade to extract the calories from the engine.

On the other hand, for the charge air cooling, the objective is to cool the supercharging gases to maximize the density of the air that will enter the engine to perform the combustion. This can be done by an air charge air cooler or a coolant air cooler or RASAO.

The air charge air cooler is a charge air exchanger with the external air, the coolant air cooler is a charge air exchanger with the coolant. In the context of a coolant charge air cooler, the system includes a coolant charge air cooler most often integrated on the engine. The cooling fluid of this system is then cooled by a low temperature radiator which is in front of it.

Finally, for the cooling of the passenger compartment by an internal air conditioning loop associated with a third loop which is the cooling loop of the air conditioning, the objective is to cool the refrigerant of the internal air conditioning circuit. This can be achieved by a condenser, that is to say a refrigerant exchanger with external air which is in front or by a condenser of refrigerant in exchange for heat with a cooling fluid, generally water or brine-based, that is to say a refrigerant exchanger with a different cooling fluid than the refrigerant.

In the context of a coolant condenser, the system comprises in addition to the coolant condenser a low temperature radiator, the coolant condenser being itself located in the space under the hood and no longer in frontage. The cooling fluid of this system is then cooled by a low temperature radiator which is in front of it.

To date, conventional systems therefore require an exchanger for each function. However, attempts have been made to develop a community of function between coolant charge air coolers and coolant condensers.

It has been proposed to use a thicker low temperature radiator for cooling the coolant air cooler coolant and cooling fluid from the air conditioning condenser. Having one less layer on the exchange allows more fresh air on the low temperature radiator. On the other hand, the exchange performance remains limited because it is more important to have the exchange surface than the thickness.

It follows that currently the front of a motor vehicle having a cooling assembly with the three cooling loops mentioned above is in three layers comprising three independent exchangers and without communication of cooling fluid between them.

Patent WO-A-2015/010540 describes a sharing of one of the radiators for cooling the engine and cooling the charge air under certain operating conditions of the engine for which the engine temperature exceeds a certain temperature. In the other operating conditions of the engine, this sharing does not take place.

The sharing of radiators described in this document is limited to a radiator for certain conditions, which means that no response is provided for a cooling need other than the target one. It follows that no solution is provided by the method described in this document for specific cooling needs other than those caused by an increase in the engine temperature.

Therefore, the problem underlying the invention is for a cooling assembly comprising at least two circulation loops of a cooling fluid, one of which is dedicated to the cooling of a powertrain engine. motor vehicle to obtain greater flexibility of the heat exchangers forming part of these loops and located on the front cooling front of a motor vehicle in order to adapt the cooling power in each loop to the operating conditions of the vehicle.

To achieve this objective, it is provided according to the invention a cooling management method of at least two cooling fluid loops with one of said at least two loops being the cooling loop of a powertrain d '. a motor vehicle, each of said at least two loops having a heat exchanger disposed in a front cooling front of the motor vehicle, characterized in that each heat exchanger comprises at least two parts individually connected to each of said at least two loops and in a partition of the heat exchanger portions between said at least two loops is effected according to the respective cooling requirements of said at least two loops, with a larger number of heat exchanger portions being allocated to the loop requiring the the strongest cooling.

According to the present invention, each heat exchanger in front of a motor vehicle is not dedicated solely to a cooling loop but all heat exchangers are made available to all cooling loops depending on the need for cooling the engine and, if necessary, at least one other cooling loop, for example a charge air cooling loop or an air conditioning cooling loop, for different life situations.

It is therefore carried out a total community heat exchangers in front of the front cooling of the motor vehicle with modulation of the cooling power offered to each cooling loop in line with its need for cooling. A set with several exchangers according to the state of the art was complex and could not be easily adapted according to the cooling needs of each loop, the heat exchange capacity of a heat exchanger may be too large or too weak compared to the need for cooling of its associated loop.

A heat exchange capacity adapted to the needs of the loops is precisely what makes it possible to achieve the present invention with heat exchangers in at least two partitioned parts and a distribution of fluids from different loops in a flexible number of parts to meet the cooling needs of each loop.

Advantageously, it is established regularly at given times a priority of cooling, according to the operating conditions of the motor vehicle at these given times, between the cooling of the power train loops, air conditioning and / or air conditioning. charging air for the allocation of the heat exchanger parts to these loops.

The invention also relates to a cooling assembly for the implementation of such a management method, the assembly comprising at least two cooling fluid loops with one of said at least two loops being the cooling loop. a power unit of a motor vehicle, each of said at least two loops having a heat exchanger disposed in a front cooling front of the motor vehicle, characterized in that each heat exchanger comprises at least two parts connected individually to each of said at least two loops, said at least two parts being partitioned with respect to each other.

It is thus performed according to the invention a pooling of the heat exchange elements of at least two cooling loops of the assembly by dedicating portions of the exchangers on the front face to each cooling loop depending on the conditions of operation of the vehicle. Each heat exchanger is divided into at least two parts. This can be done easily without additional cost by adding partitions in the coolant boxes of the exchangers. Then, it is then possible to distribute the cooling fluid from each cooling loop in a larger number of parts or in parts having a larger or smaller volume of heat exchange. Indeed, in the context of the present invention the heat exchangers are not divided into necessarily equal parts and these parts may have different heat exchange volumes.

The main advantage of the invention is therefore to respond effectively and almost instantaneously to different cooling requirements while having a cooling assembly having a very limited space. The heat exchangers are therefore optimally used according to the existing vehicle operating conditions and the operation of the various cooling loops is improved. Moreover, as the cooling assembly is particularly compact, it is well suited for installation on new vehicles that offer reduced reception space in the front facade.

Advantageously, the cooling assembly comprises distributors placed respectively upstream and downstream of the heat exchangers, the upstream distributor or distributors having inputs fluidly connected respectively to each of the at least two loops and the outputs fluidically connected to each other respectively. each of the heat exchanger parts and the downstream distributor or distributors having inputs fluidly connected respectively to each of the heat exchanger parts and the outputs fluidically connected respectively to each of said at least two loops.

Advantageously, at least the upstream distributor or distributors are controlled by a supervisor comprising means for receiving the cooling requirements of each cooling loop and means for calculating the number of heat exchanger parts to be assigned to each of the loops according to his need, the upstream distributor or distributors directing each respective fluid passing through to the number calculated by the supervisor of heat exchanger parts.

Advantageously, at least one of the heat exchangers is a high temperature radiator and at least one of the heat exchangers is a low temperature radiator.

Advantageously, the cooling assembly comprises, in addition to the cooling loop of the powertrain, an air conditioning cooling loop and / or a cooling loop of the charge air.

Advantageously, in a first embodiment of an air conditioning cooling loop overall, when the assembly includes a cooling loop of the air conditioning, the cooling circuit of the air conditioning comprises a fluid condenser refrigerant in the front cooling front.

Advantageously, in a second embodiment, when the assembly comprises a cooling loop of the air conditioning, the air conditioning cooling loop comprises a refrigerant condenser in exchange for heat with a cooling fluid circulating in the air. air conditioning cooling loop, the condenser being disposed outside the front cooling facade, parts of the heat exchangers being assigned to the air conditioning cooling loop for cooling the fluid flowing in this loop.

Advantageously, when the assembly comprises a charging air cooling loop, the charge air cooling loop comprises a charge air exchanger with a cooling fluid circulating in the cooling loop. supercharging portions, parts of the heat exchangers being assigned to the charge air cooling loop for cooling the fluid flowing in this loop.

Other features, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the accompanying drawings given by way of non-limiting examples and in which: - Figure 1 is a schematic representation of a perspective view of a group of three separate heat exchangers and positioned on the front of a motor vehicle and thus forming a front cooling front, each exchanger being dedicated to a respective cooling loop, the group three exchangers being according to the state of the art, - Figures 2, 3 and 4 are diagrammatic representations of a respective cooling loop of an engine, charge air cooling and air conditioning according to the state of the technique, - Figure 5 is a schematic representation of a cooling assembly according to the present invention comprising three cooling loops with pooling heat exchangers on the front of the motor vehicle for these three loops, these heat exchangers having at least two partitioned heat exchange parts, - Figure 6 is a schematic representation of the exchangers of in at least two parts, these exchangers forming part of a cooling assembly according to the present invention, - Figures 7 to 9 show the distribution of the parts of the heat exchangers in a cooling assembly according to the present invention, this in different case of operation of the motor vehicle.

It is to be borne in mind that the figures are given by way of examples and are not limiting of the invention. They constitute schematic representations of principle intended to facilitate the understanding of the invention and are not necessarily at the scale of practical applications. In particular, the dimensions of the various elements illustrated are not representative of reality.

In what follows, reference is made to all the figures taken in combination. When reference is made to one or more specific figures, these figures are to be taken in combination with the other figures for the recognition of the designated reference numerals.

Referring firstly to Figures 1 to 4, there is shown a cooling assembly according to the state of the art. When there are three cooling loops in the assembly, which is not necessarily the case, the number of loops being at least equal to two without necessarily being three, there is a heat exchanger 8, 9 for each loop.

In Figure 1, it is shown a front cooling front according to the state of the art. This cooling facade comprises a motor-fan unit 2, a high-temperature radiator 9, a low-temperature radiator 8, the collector 4 of which is visible, this low-temperature radiator 8 being a radiator having inside its channels fluid passageways. cooling extending horizontally. The cooling facade is completed by a condenser 5 receiving a refrigerant of an air conditioning cooling loop. According to this state of the art, although these elements 5, 8 and 9 are grouped together to form a facade, there is no community of heat exchangers in the form of the radiators 8, 9 and the condenser 5.

In Figures 2 to 4, there is shown a respective cooling loop of a cooling assembly according to the state of the art. In Figure 2, a high temperature radiator 9 forming part of a cooling facade is shown for a cooling loop of the GMP powertrain engine.

This loop can also provide cooling of auxiliary elements of the engine such as a gearbox, or the cooling of a valve in an exhaust gas recirculation line to the engine intake. Alternatively, these elements can also be cooled by a dedicated cooling loop. It may be the same for example for elements external to the engine, for example electric batteries for a hybrid vehicle.

In Figure 3, it is shown a low temperature radiator 8 for a cooling loop of the charge air. The cooling circuit of the charge air comprises, for the cooling of a compressor of a turbocharger T supplied with external air Aext, a charge air cooler with RASAO fluid of this air compressed by a fluid cooling, this before the compressed air feeds an air intake motor Adm word. The charge air loop also includes a low-temperature radiator 8 on the front of the motor vehicle for cooling the fluid leaving the RASAO air-cooler.

In Figure 4, there is shown a refrigerant CONDO condenser circulating in the CCint internal air conditioning circuit in heat exchange with a different cooling fluid. This cooling fluid is then cooled by a second low temperature radiator 8 for a cooling loop of the air conditioning of a passenger compartment of the motor vehicle in the front cooling front.

The cooling facade of Figure 4 represents an alternative to the cooling facade of Figure 1 to which the refrigerant was directly directed to the condenser 5 integrated in the cooling facade while in Figure 4 the condenser CONDO is not on the cooling facade but in the vicinity of an air conditioning compressor to reduce the pressure drops. In this embodiment, there is no coolant loop to the cooling face but a cooling fluid loop different from the coolant previously in heat exchange with the coolant.

In Figure 4, the air conditioning cooling loop comprises a condenser CONDO coolant, preferably water, for heat exchange with the refrigerant of the CCint internal air conditioning system and a low temperature radiator 8 on the front of the motor vehicle comprising the cooling assembly.

Referring now more particularly to Figures 5 to 9, the present invention relates to a method of managing the cooling of at least two cooling fluid loops with one of said at least two loops being the cooling loop of a GMP power train of a motor vehicle. Each of the at least two loops has a heat exchanger 7, 8, 9 disposed in a front cooling front of the motor vehicle.

According to the invention, each heat exchanger 7, 8, 9 comprises at least two parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 individually connected to each of the at least two loops. A distribution of parts 7.1, 7.2 is then made; 8.1, 8.2; 9.1, 9.2 heat exchangers 7, 8, 9 between said at least two loops according to the respective cooling requirements of said at least two loops, a greater number of parts 7.1.7.2; 8.1,8.2; 9.1,9.2 of heat exchanger 7, 8, 9 being assigned to the loop requiring the strongest cooling.

In a preferred application, as shown in Figures 5 to 9, the one or more of said at least two cooling loops not being the cooling loop of the GMP powertrain are the cooling loop of the air conditioning and / or the cooling loop of the charge air. This is not, however, limiting.

To establish a hierarchy of cooling requirements, it is established regularly at given times a priority of cooling, according to the operating conditions of the motor vehicle at these given times, between the cooling of the GMP powertrain loops, air-conditioning and / or charge air for the purposes of Parts 7.1, 7.2; 8.1, 8.2; 9.1,9.2 of heat exchanger 7, 8, 9 to these loops.

Still referring more particularly to Figures 5 to 9 and in particular to Figure 5, the invention also relates to a cooling assembly for the implementation of such a management method. The assembly comprises at least two cooling fluid loops with one of said at least two loops being the cooling loop of a powertrain GMP of a motor vehicle. Each of the at least two loops has a heat exchanger 7, 8, 9 disposed in a front cooling front of the motor vehicle.

According to the invention, each heat exchanger 7, 8, 9 comprises at least two parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 individually connected to each of said at least two loops, said at least two parts 7.1, 7.2; 8.1,8.2; 9.1,9.2 being partitioned with respect to each other, thus being fluidly isolated from each other. Parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 of a heat exchanger 7, 8, 9 are not necessarily equal volume and their number may vary from one heat exchanger to the other being at least equal to two.

For example, at least one heat exchanger 7, 8, 9 may be in the form of a high or low temperature radiator may include more than two parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 with at least one of parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 greater volume than the other parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2. This larger volume part performs the most efficient heat exchange compared to all parts 7.1.7.2; 8.1,8.2; 9.1,9.2.

The cooling assembly may comprise at least one distributor 6 placed upstream of the heat exchangers 7, 8, 9, the upstream distributor 6 having inputs fluidly connected respectively to each of said at least two loops and fluidically connected outputs. respectively to each of Parts 7.1, 7.2; 8.1, 8.2; 9.1.9.2 heat exchangers 7, 8, 9. It is this upstream distributor 6 which distributes the fluids from the cooling loops in an adequate number of parts 7.1.7.2; 8.1,8.2; 9.1,9.2 of heat exchanger 7, 8, 9.

Advantageously, the cooling assembly comprises at least one distributor 6a placed downstream of the heat exchangers 7, 8, 9, the downstream distributor 6a having inputs fluidly connected respectively to each of the parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 heat exchangers 7, 8, 9 and outputs respectively fluidically connected to each of said at least two loops. The downstream distributor (s) 6a may be coordinated with the upstream distributor (s) 6 so that the cooling loops recover the same quantity of cooling fluid, advantageously water.

There may be only one upstream distributor 6 and one single downstream distributor 6a. Conversely, there may be several upstream distributors 6 and several downstream distributors 6a. In a preferred but non-limiting embodiment of a distributor 6, 6a, it may be in the form of a sliding plug which, when sliding can close inputs, for an upstream distributor 6 or outputs of fluid for a downstream distributor 6a.

At least one or upstream distributors 6 may be controlled by a supervisor comprising means for receiving the cooling requirements of each cooling loop and means for calculating the number of parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 of heat exchanger 7, 8, 9 to be assigned to each of the loops according to its need. The upstream distributor (s) 6 can then direct each respective fluid of a cooling loop passing through them to the number calculated by the parts supervisor 7.1.7.2; 8.1,8.2; 9.1,9.2 of heat exchanger 7, 8, 9.

The supervisor may also take into account possible different volumes between parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 of heat exchanger 7, 8, 9 and the cooling capacity of parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 of heat exchanger 7, 8, 9 which may not be the same for all parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2. For example, an exchanger may be a high temperature radiator and another exchanger may be a low temperature radiator with the two radiators of parts 7.1, 7.2; 8.1, 8.2; 9.1.9.2 not having the same cooling capacity.

In Figure 5, the air conditioning cooling loop comprises a refrigerant CONDO condenser in exchange for heat with a cooling fluid circulating in the air conditioning cooling loop, parts 7.1.7.2; 8.1,8.2; 9.1.9.2 heat exchangers 7, 8, 9 being assigned to the air conditioning cooling loop for cooling the fluid flowing in this loop.

Likewise in FIG. 5, the charge air cooling loop comprises a RASAO supercharging air exchanger with a cooling fluid circulating in the charge cooling loop, parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 heat exchangers 7, 8, 9 being assigned to the charge air cooling loop for cooling the fluid flowing in this loop.

In Figure 6, there is shown three exchangers with each two parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 equal. This is not limiting. The number of parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 of an exchanger may not be equal to two. This number of parts 7.1, 7.2; 8.1,8.2; 9.1,9.2 may vary from exchanger 7, 8, 9 to other and parts 7.1.7.2; 8.1,8.2; 9.1.9.2 exchanger are not necessarily of equal volume.

[0059] Examples of implementation of the present invention will now be given. Such examples are illustrated in particular in FIGS. 7 to 9.

In a first case, corresponding to a towing performed by the vehicle. In this configuration, the air conditioning is quite low demand, unless it is very hot, the charge air cooler with medium demand and the engine heavily loaded due to the load imposed by towing. In this case we can assign the most parts 7.1.7.2; 8.1,8.2; 9.1, 9.2 of heat exchanger 7, 8, 9 to the engine cooling loop.

This is illustrated in Figure 7 taking into consideration Figure 5. In Figure 7, the engine cooling loop has three parts 8.1, 9.1.9.2 heat exchanger 8, 9 while the loop Charge air cooling has two parts 7.1; 8.2 and the air conditioning cooling loop of a part 7.2.

In a second case, for which it is hot outside, especially at more than 40 ° C and in circulation very dense traffic, especially the cooling loop of the air conditioning that needs to exchange its heat . In this case it is possible to dedicate a maximum of parts 7.1, 7.2; 8.1,8.2; 9.1.9.2 or heat exchange volume for cooling the condenser CONDO of the refrigerant with heat exchange with a coolant circulating in the cooling loop of the air conditioning.

This is illustrated in FIG. 8 taking into consideration FIG. 5. In FIG. 8, the engine cooling loop benefits from two heat exchanger parts 9, 9, 9 while the cooling loop of the engine is cooled. The charge air has a heat exchanger portion 8.1 and the air conditioning cooling loop of three parts 7.1.7.2, 8.2 of a plurality of heat exchangers 7, 8.

In a third case, the performance of the turbocharged engine is preferred. In these cases, it is especially the cooling loop of the charge air that needs to exchange its heat. In this case it is possible to assign a maximum of parts 7.1, 7.2; 8.1, 8.2; 9.1, 9.2 or heat exchanger volume for cooling the coolant charge air cooler of the charge air cooling loop.

This is illustrated in FIG. 9 taking into consideration FIG. 5. In FIG. 9, the engine cooling loop benefits from two parts 9, 9, 9 and 9 of the heat exchanger while the cooling loop of the The charge air has three parts 7.1, 8.1, 8.2 of several heat exchangers 7, 8 and the air conditioning cooling loop of a heat exchanger part 7.2.

Advantageously, at least one of the heat exchangers 7, 8, 9 is a high temperature radiator and at least one of the heat exchangers 7, 8, 9 is a low temperature radiator.

The present invention allows a gain on the size of a cooling facade but above all an optimal use of all the heat exchangers of this facade, parts of the heat exchangers being allocated according to the specific needs of the cooling loops. .

As the engines and their auxiliary elements are increasingly demanding cooling, it is necessary to install more and more cooling potential. The present invention proposes to use as efficiently as possible all the cooling potential available to the front cooling front.

The invention is not limited to the embodiments described and illustrated which have been given by way of examples.

Claims (10)

A method of managing the cooling of at least two cooling fluid loops with one of said at least two loops being the powertrain cooling loop (GMP) of a motor vehicle, each of said at least two loops having a heat exchanger (7, 8, 9) disposed in a front cooling front of the motor vehicle, characterized in that each heat exchanger (7, 8, 9) comprises at least two parts (7.1, 7.2, 8.1, 8.2 9.1, 9.2) connected individually to each of the at least two loops and in that a distribution of the heat exchanger parts (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) is performed (7, 8, 9). between said at least two loops according to the respective cooling requirements of said at least two loops, a greater number of heat exchanger portions (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) (7, 8, 9) being assigned to the loop requiring cooling the strongest. 2. Method according to claim 1, wherein a cooling priority order, according to the operating conditions of the motor vehicle at these given times, is established regularly between the cooling of the powertrain loops (GMP), air conditioning and / or charge air for the allocation of the heat exchanger portions (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) (7, 8, 9) to these loops. 3. Cooling unit for implementing the management method according to any one of the preceding claims, the assembly comprising at least two cooling fluid loops with one of said at least two loops being the cooling loop of a power train (GMP) of a motor vehicle, each of said at least two loops having a heat exchanger (7, 8, 9) disposed in a front cooling front of the motor vehicle, characterized in that each heat exchanger (7 , 8, 9) comprises at least two parts (7.1,7.2; 8.1, 8.2; 9.1, 9.2) connected individually to each of said at least two loops, said at least two parts (7.1, 7.2; 8.1, 8.2; 9.1, 9.2 ) being partitioned with respect to each other. 4. Cooling assembly according to claim 3, which comprises distributors (6, 6a) placed respectively upstream and downstream of the heat exchangers (7, 8, 9), the upstream distributor (s) (6) having connected inputs. fluidically respectively to each of the at least two loops and the outputs respectively fluidically connected to each of the heat exchanger parts (7, 8, 9) and the downstream distributor (s) (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) ( 6a) having inputs fluidly connected respectively to each of the parts (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) of the heat exchangers (7, 8, 9) and the outputs fluidly connected respectively to each of the at least two loops. 5. Cooling assembly according to claim 4, wherein at least the upstream distributor (s) (6) are controlled by a supervisor comprising means for receiving the cooling requirements of each cooling loop and means for calculating the number of parts. (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) heat exchanger (7, 8, 9) to be assigned to each of the loops according to its need, the upstream distributor (s) (6) directing each respective fluid the crossing to the number calculated by the supervisor of heat exchanger parts (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) (7, 8, 9). 6. Cooling assembly according to any one of claims 3 to 5, wherein at least one of the heat exchangers is a high temperature radiator and at least one of the heat exchangers is a low temperature radiator. 7. Cooling assembly according to any one of claims 3 to 6, which comprises, in addition to the cooling loop of the powertrain (GMP), an air conditioning cooling loop and / or a cooling loop of the Charge air. The cooling assembly of claim 7, wherein, when the assembly includes an air conditioning cooling loop, the air conditioning cooling loop includes a refrigerant condenser in the front cooling facade. 9. Cooling assembly according to claim 7, wherein, when the assembly comprises an air conditioning cooling loop, the air conditioning cooling loop comprises a refrigerant condenser (CONDO) in exchange for heat with a cooling fluid. cooling circulating in the cooling loop of the air-conditioning, the condenser (CONDO) being arranged outside the front cooling face, parts (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) of the heat exchangers (7 , 8, 9) being assigned to the cooling loop of the air conditioning to cool the fluid flowing in this loop. The cooling assembly according to any one of claims 7 to 9, wherein, when the assembly comprises a charge air cooling loop, the charge air cooling loop comprises a charge exchanger. supercharging air (RASAO) with a coolant circulating in the charge-cooling loop, parts (7.1, 7.2, 8.1, 8.2, 9.1, 9.2) of the heat exchangers (7, 8, 9) being assigned to the cooling loop of the charge air for cooling the fluid flowing in this loop.