FR3075111A1 - TUBE VENTILATION DEVICE FOR VENTILATION, HEATING AND / OR AIR CONDITIONING SYSTEM - Google Patents

Abstract

 The invention relates to a ventilation device (2) for a ventilation, heating and / or air conditioning system, intended to generate an air flow, the ventilation device comprising:  - a plurality of conduits (8),  - at least one air collector (12) comprising at least one air flow inlet and orifices, each duct (8) opening at one of its ends into a separate orifice of the air collector (12), each duct (8) having at least one opening (16; 40) for the passage of an air flow passing through said duct (8), the opening (16; 40) being distinct from the ends of the corresponding duct (8), l opening (16; 40) being located outside of at least one air collector (12).

Description

TUBE VENTILATION DEVICE FOR A SYSTEM OF

VENTILATION, HEATING AND / OR AIR CONDITIONING

The present invention relates to a ventilation device for a ventilation, heating and / or air conditioning installation for a motor vehicle.

On motor vehicles, a so-called ventilation, heating and / or air conditioning system is responsible for heating, ventilation and / or air conditioning when it is present. This system is sometimes referred to by the acronym HVAC ("Heating Ventilation and Air-Conditioning"). This HVAC system includes various functions relating to the treatment of air in the passenger compartment of the vehicle. The HVAC system thus comprises different parts contributing to the different functions which are either integrated in a box called an HVAC box, or at the periphery of the HVAC box.

An HVAC unit essentially comprises a centrifugal fan (also called a "blower" or "blower"), responsible for setting in motion the flow of air ejected into the passenger compartment. However, the HVAC box may have other elements. Thus, the HVAC unit can in particular include:

an evaporator to generate a flow of fresh air; and a radiator to generate a flow of hot air.

Among the parts peripheral to the HVAC box, of the HVAC system, there are in particular one or more air intake vents of the HVAC system, generally arranged under a canopy of the motor vehicle, and one or more outlet vents HVAC system air, generally arranged in the passenger compartment and / or in the dashboard of the motor vehicle.

Conventionally, the inlet vents of the HVAC system arranged under the awning grille are provided with shutters making it possible to block the inlet of the HVAC system. This is particularly advantageous when the HVAC system operates in a mode of recycling the air present in the passenger compartment, without taking air from outside the vehicle.

In addition, the air outlet vents of the HVAC system also include flaps that allow the user to direct the flow of air emitted and / or adjust the flow rate and / or block the flow of air.

However, the centrifugal fan used in this HVAC system is particularly bulky. This hinders the integration of the HVAC system into various motor vehicles.

The invention aims to provide an improved ventilation device for an HVAC system.

To this end, the invention provides a ventilation device for ventilation, heating and / or air conditioning system, intended to generate an air flow, the ventilation device comprising:

- a plurality of conduits,

- At least one air manifold comprising at least one air flow inlet and orifices, each conduit opening at one of its ends into a separate orifice of the air manifold, each conduit having at least one passage opening d an air flow passing through said duct, the opening being distinct from the ends of the corresponding duct, the opening being situated outside the at least one air collector.

Thus, the invention proposes to implement a ventilation device with ducts in place of or in addition to the known centrifugal fan. This makes it possible to do without this centrifugal fan completely or, at the very least, to reduce its dimensions downwards. The size of the corresponding HVAC system is thus reduced.

Indeed, the ventilation device according to the invention makes it possible to obtain a flow equivalent to the flow of a known centrifugal fan, with a smaller footprint.

Preferably, the ventilation device comprises one or more of the following characteristics, taken alone or in combination:

the ventilation device comprises at least one air propulsion device in fluid communication with the at least one air collector, the ventilation device comprises at least one air propulsion device inside the at least one air collector air, in which the ducts are pivotable about a longitudinal axis between a first position allowing the passage of air between the ducts, or even maximizing the passage of air between the ducts, and a position limiting, or even preventing, the passage of air between the conduits, in which each conduit 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 part of the first profile, in which each duct 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 configured on the first profile so that the flow of ejected air flows along at least part of the first profile and at least one opening of the duct being configured on the second profile so that the flow of ejected air flows along at least part of the second profile, the ducts are substantially straight tubes, aligned to form a row of tubes;

the opening is a slot in an external wall of the duct, the slot extending in a direction of elongation of the duct, preferably over at least 90% of the length of the duct 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 conduit has, on at least one section, a geometric section comprising:

- a leading edge;

- a trailing edge opposite the leading edge;

- a first and a second profile, each extending between the leading edge and the trailing edge, said at least one opening of the duct being on the first profile, said at least one opening being configured so that the flow of ejected air flows along at least part of the first profile, said at least one opening of the first profile being delimited by an external lip and an internal lip, one end of the internal lip extends, in the direction of the second profile, beyond a plane normal to the free end of the outer lip, the passage section then being defined as the portion of the section of the tube disposed between said end of the inner lip and the trailing edge, d on the one hand, and between the first and second profiles, on the other hand;

the maximum distance between the first and second profiles, in a direction of alignment of the conduits, is downstream of said at least one opening, in the direction of flow of said air flow ejected through 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 convex part, the apex of which defines the point of the first profile corresponding to the maximum distance, the convex part being arranged 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 part, preferably downstream of the convex part in the direction of flow of said air flow ejected through the at least one opening, in which the second profile comprises a substantially rectilinear part, s' preferably extending over a majority of the length of the second profile, the first rectilinear part of the first profile and the rectilinear part 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 conduits and to a longitudinal direction of the conduits, 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 up to 'to a rounded edge connecting the third straight portion of the first profile and the straight portion of the second profile, the rounded edge defining the trailing edge of the profile of the conduit;

the distance between the second straight part of the first profile and the straight 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 geometric section of the duct has a length, measured in a direction perpendicular to the direction of alignment of the ducts and to a main direction of extension of the ducts, greater than or equal to 50 mm and / or less than or equal to 70 mm, preferably substantially equal to 60 mm;

the ventilation device comprises at least a first and a second duct, the first profile of the first duct being opposite the first profile of the second duct;

the ventilation device further comprises a third duct, such that the second profile of the second duct is opposite the second profile of the third duct, the distance between the center of the geometric section of the second duct and the center of the the geometric section of the third duct preferably being less than the distance between the center of the geometric section of the first duct and the center of the geometric section of the second duct; and each conduit is symmetrical with respect to the plane containing the leading edge and the trailing edge, so that each conduit has two symmetrical openings, respectively on the first profile and on the second profile.

The invention further relates to an inlet for a ventilation, heating and / or air conditioning system, in particular intended to be placed under the awning of a motor vehicle, the inlet mouth comprising at least one device for ventilation as previously described.

The invention also relates to a housing of a ventilation, heating and / or air conditioning system, comprising at least one ventilation device as described above, the housing preferably comprising at least one of means for heating the flow of air created by the ventilation device and means for cooling the air flow created by the ventilation device.

The invention also relates to an outlet for a ventilation, heating and / or air conditioning system, in particular intended to be arranged in a passenger compartment of a motor vehicle, in particular at the level of a dashboard of the motor vehicle. , the outlet opening comprising at least one ventilation device as described above.

The invention also proposes a ventilation, heating and / or air conditioning system comprising at least one ventilation device as described above, the at least one ventilation device being arranged:

at the entrance to the ventilation, heating and / or air conditioning system; and or

- at the outlet of the ventilation, heating and / or air conditioning system; and or

- In a ventilation, heating and / or air conditioning system housing, the housing preferably comprising at least one of means for heating the air flow created by the ventilation device and means for cooling the flow of air created by the ventilation device.

The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the drawings in which:

Figure 1 is a perspective view of an example of a ventilation device for HVAC system;

Figure 2 is a schematic sectional view along the plane II-II of an aerodynamic tube 15 of the ventilation device of Figure 1;

Figures 3 to 5 illustrate a variant of the ventilation device of Figure 1;

Figures 6 to 8 are views similar to that of Figure 2, of alternative tubes of the ventilation device of Figure 1;

FIGS. 9 and 10 illustrate an example of an inlet for an HVAC system provided with a ventilation device of the type of FIG. 1; and FIGS. 11 and 12 illustrate an example of an HVAC box provided with a ventilation device of the type of FIG. 1.

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

There is shown in Figure 1 an example of ventilation device 2 according to a first embodiment, intended to be implemented in an HVAC system.

The ventilation device 2 comprises a plurality of ventilation ducts 8. The ventilation ducts 8 are substantially rectilinear, so as to form ventilation tubes 8. The ventilation tubes 8 are also parallel to one another and aligned so as to form a row of ventilation tubes 8. The ventilation tubes 8 are the same length.

The ventilation device 2 is intended to generate a flow of air in the HVAC system, for example in the direction of a heat exchange device.

The ventilation device 2 further comprises a supply device supplying air to the ventilation tubes 8, not visible in FIG. 1, via an air intake manifold 12, preferably via two intake intake manifolds. air 12.

The supply device is for example air propulsion means, such as, for example, a turbomachine, supplying the two air intake manifolds

12, arranged at each end of the ventilation device 1, via a respective port

13. In the example illustrated in FIG. 1, the ports 13 are substantially in the middle of the air intake manifolds 12. Alternatively or in addition, the ports 13 are at a longitudinal end of each intake manifold air 12. Alternatively, a turbomachine can supply a single intake manifold 12 and not two. Also, one or more turbomachines can be used to supply each air intake manifold 12 or all the air intake manifolds 12.

According to another embodiment, also, the turbomachine (s) are received in one or in each air intake manifold 12.

Here, however, the air propulsion means are remote from the ventilation tubes 8 via the air intake manifolds 12. The or each turbomachine may not be directly adjacent to the intake manifolds d 'air

12.

Each air intake manifold 12 can for example be tubular. In the embodiment of Figure 1, the air intake manifolds 12 extend in the same direction, which is here perpendicular to the direction of elongation (or longitudinal direction) of the heat transfer tubes 4 and ventilation 8.

As can be seen in FIG. 1, the air intake manifold 12 comprises a plurality of air ejection orifices each produced at one end of a respective tubular portion, each ejection orifice air being connected to a single ventilation tube 8, and more particularly to the end of the ventilation tube 8.

Each ventilation tube 8 has, according to the example of FIGS. 1 and 2, a plurality of openings 16 for the passage of an air flow F2 passing through the tube 8. The openings 16 of the ventilation tubes 8 are located at the 'exterior of the air collectors 12. More specifically, here, the openings 16 are 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 slots 16 being for example arranged opposite the heat transfer tubes 4 or the fins housed between the heat transfer tubes.

Each ventilation tube 8 opens into a separate orifice in each manifold 12. Thus, each air collector 12 has as many orifices as it receives ventilation tubes 8, a ventilation tube 8 being received in each of the orifices of the air collector 12. This allows a more homogeneous distribution of the air flow passing through each air collector 12, in the various ventilation tubes 8.

In this case, each air manifold 12 has a hollow shape, for example a substantially cylindrical shape, more particularly still substantially cylindrical with a rectilinear axis. In addition to the orifices into which the ventilation tubes 8 open, at their ends, each air manifold 12 also has one or more vents 13 intended to be in fluid communication with a turbomachine (not shown in FIGS. 1 and 2) for creating an air flow in each manifold 12. Each manifold 12 then makes it possible to distribute this air flow in the different ventilation tubes 8. According to different variants, each air manifold 12 can be in fluid communication with one or more several clean turbomachines (that is to say which are in fluid communication only with one of the two air collectors 12) or, on the contrary, the air collectors 12 can be in fluid communication with the same turbomachine or several, common (that is to say that each turbomachine is in fluid communication with each of the manifolds 12).

Advantageously, each air manifold 12 is devoid of any other opening than the aforementioned openings and orifice (s) 13. In particular, the manifold 12 is preferably devoid of opening oriented in the direction F2 of the flow at the outlet of the ventilation tubes 8, which would in the present case allow the ejection of part of the air flow passing through the air manifold 12 , without traversing at least a portion of a ventilation tube 8. Thus, all of the air flow created by the turbomachine (s) passing through the air collector (s) 12 is distributed among substantially all of the ventilation tubes 8. This also allows a more homogeneous distribution of this air flow.

It should be noted here that an advantage of the ventilation device 2 in FIG. 1 is that it is able to offset the turbomachine (s) away from the ventilation tubes 8, in particular by means of the intake manifolds 12 and, optionally, d 'A suitable aeraulic circuit in fluid communication the orifice (s) 13 of the air collector (s) 12 to one or more turbomachines.

Furthermore, the air manifold (s) 12 and the ventilation tubes 8 are here configured so that an air flow passing through the air collector (s) 12 is distributed between the various ventilation tubes 8, traverses the different ventilation tubes 8 and is ejected through the openings 16.

It should be noted however that the air flow F1 created by the ventilation device 2 can be significantly different from the air flow F2 ejected through the openings. In particular, the air flow F1 can include, in addition to the air flow F2, an ambient air flow created by the movement of the moving motor vehicle.

Preferably, apart from their ends forming an air intake inlet, which have a substantially circular cross section, the ventilation tubes 8 have a constant substantially oblong cross section, interrupted by the openings 16, as illustrated in the figure. 2.

The choice of this shape allows 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 sheet for example, but also by molding, overmolding, or by metallic or plastic three-dimensional printing.

More specifically, in the example of FIGS. 1 and 2, the cross section of the ventilation tubes 8 has a substantially elliptical shape, the minor axis of which 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 should be understood relative to the orientation of the figure

2). For example, the minor h axis of the ellipse is about 11 mm.

To increase the flow of air F2 ejected towards the heat exchanger 1 through the openings 16, the openings 16 are formed by slots made in the wall 17 of the ventilation tube 8, these slots 16 extending in the direction elongation of the ventilation tube 8. This slotted shape makes it possible to constitute an air passage of large dimensions, while maintaining a satisfactory mechanical strength of the ventilation tubes 8. Thus, to obtain a larger air passage possible, the openings 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.

The openings 16 are delimited by guide lips 18 projecting from the wall 17 of the ventilation tube 8.

Due to the fact that they project from the wall 17 of each ventilation tube 8, the guide lips 18 make it possible to guide the air ejected through the opening 16 from the interior of the ventilation tube 8 towards the heat exchanger L

The guide lips 18 are preferably planar 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 4), 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 made integrally with the ventilation tube 8. The guide lips 18 are for example obtained by folding the wall of the ventilation tube 8.

Furthermore, 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 keep the width of the openings 16 constant. Here , this is achieved by the fact that 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 in the direction of elongation of the ventilation tubes 8, this in order to maintain the largest possible, the section of the openings 16 allowing the passage of the air flow F2. The reinforcing elements 20 are advantageously distributed regularly over the length of the ventilation tubes 8. In the example illustrated in FIG. 1, each ventilation tube 8 comprises seven reinforcing elements 20. Of course, this number is in no way limitative .

Alternatively, 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 approximately 11 mm.

In what follows, the ventilation tubes 8 are called aerodynamic tubes 8. It can be noted here that the shape of the ventilation tubes 8 is a priori independent of the configuration of the air intake manifolds.

As illustrated in FIGS. 3 to 5, an aerodynamic tube 8 has on at least a portion, preferably over substantially its entire length, a cross section as illustrated in FIG. 5 with a leading edge 37, an edge trailing 38 opposite the leading edge 37, and a first and a second profile 42, 44, each extending between the leading edge 37 and the trailing edge 38. The leading edge 37 is for example defined as the point at the front of the section of the aerodynamic tube 8 where the radius of curvature of the section is minimal. The front of the section of the aerodynamic tube 8 can be defined as the portion of the section of the aerodynamic tube 8 which is upstream relative to the direction of the flow of air ejected by the aerodynamic tube. Likewise, the trailing edge 38 can be defined as the point at the rear of the section of the aerodynamic tube 8 where the radius of curvature of the section is minimal. The rear of the section of the aerodynamic tube 8 can be defined for example as the portion of the section of the aerodynamic tube 8 which is downstream relative to the direction of the flow of air ejected by the aerodynamic tube 8.

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 direction of alignment of the row of aerodynamic tubes 8 and to the longitudinal direction of the aerodynamic tubes 8

In the example of FIG. 5, the leading edge 37 is free. Also in this figure, the leading edge 37 is defined on a parabolic portion of the section of the aerodynamic tube 8.

The aerodynamic tube 8 illustrated in FIG. 5 also has at least one opening 40 for ejecting an air flow passing through the aerodynamic tube 8, outside the aerodynamic tube 8 and the air intake manifold 12, in particular substantially towards the heat exchanger 1. The opening or each opening 40 is for example a slot in an external wall 41 of the aerodynamic tube 8, the slot or slots extending for example in the direction of elongation of the aerodynamic tube 8 in which they are made. The total length of the opening 40 or openings can 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 in slot makes it possible to constitute a large air passage in the direction of the heat exchanger 1 without excessively reducing the mechanical resistance of the aerodynamic tubes 8.

In the following, only an opening 40 is described, it being understood that each opening 40 of the aerodynamic tube 8 can be identical to the opening 40 described.

The opening 40 is for example arranged near the leading edge 37. In the example of FIG. 8, the opening 40 is on the first profile 42. In this example, the second profile 44 has no opening 40. The opening 40 in the first profile 42 is configured so that the air flow ejected through the opening 40 flows along at least part of the first profile 42.

The aerodynamic tubes 8 of the ventilation device 2 can be oriented alternately with the first profile 42 or the second profile 44 oriented upwards. Thus, alternatively, two neighboring aerodynamic tubes 8 are such that their first profiles 42 are opposite or, on the contrary, their second profiles 44 are opposite. The distance between two neighboring aerodynamic tubes 8 whose second profiles 44 are opposite each other is less than the distance between two neighboring aerodynamic tubes 8 whose first profiles 42 are vis-à-vis. The pitch between two neighboring aerodynamic tubes or the distance between the center of the geometric section of a first aerodynamic tube 8 and the center of the geometric section of a second aerodynamic tube 8, such as the first profile 42 of the first aerodynamic tube 8 either facing 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, the openings 40 of which face each other, the air flows ejected through these openings 40 thus create an air passage 46 in which part, called induced air I, of the ambient air A is vacuum driven.

It should be noted here that the air flow 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 ambient air in the created air passage, to obtain a flow of air sent to the heat transfer tubes identical to that generated by a propeller fan. while consuming less energy.

Indeed, the total air flow created by the ventilation device 2 is the sum of the air flow F ejected by the slots and the induced air flow I. Thus, it is possible to implement a turbomachine of reduced power compared to a conventional centrifugal fan, generally implemented as part of an HVAC system.

A first profile 42 having a Coanda surface also makes it possible not to have to orient the openings 40 in the direction of the desired total air flow, and thus to limit the size of the aerodynamic tubes 8. It is thus possible to maintain a larger passage section between the aerodynamic tubes 8, which promotes the formation of a greater induced air flow.

The opening 40 is, in FIG. 5, delimited by lips 40a, 40b. The spacing e between the lips 40a, 40b, which defines the height of the opening 40, can 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 still less than 0.9 mm, more preferably still less than or equal to 0.7 mm. The height of the slit is the dimension of this slit in the direction perpendicular to its length. The lower the height of the slot 40, the greater the speed of the air flow ejected through this slot. A high speed of the ejected air flow results in a high dynamic pressure which makes it possible to counteract the pressure drops in the HVAC system, in order to ensure a suitable air flow in the passenger compartment. However, a too low slot height induces high pressure losses in the ventilation device, which implies using one or more oversized air propelling device (s). This can generate an additional cost and / or create an excessive congestion.

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 part 50 of the first profile 42. One end 51 of the inner lip 40b can extend, as illustrated in FIG. 8, 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, in the direction of the leading edge 37, beyond the plane L normal to the free end of the outer lip 40a. The end 51 can then help direct the air flow circulating in the aerodynamic tube 8 towards the opening 40.

The opening 40 of the aerodynamic tube 8 can be configured so that a flow of air circulating in this aerodynamic tube 8 is ejected through this opening 40, flowing along the first profile 42 substantially to the trailing edge 38 of the aerodynamic tube 8. The flow of the air flow along the first profile 42 can result from the Coanda effect. It is recalled that the Coanda effect is an aerodynamic phenomenon resulting in the fact that a fluid flowing along a surface at a short distance from it tends to be flush with it, or even to cling to it.

To do this, here, the maximum distance h between the first 42 and the second 44 profiles, measured along an alignment direction of the aerodynamic tubes 8, is downstream of the opening 40. The maximum distance h can be greater than 10 mm, preferably greater than 11 mm and / or less than 20 mm, preferably less than 15 mm. Here, by way of example, the maximum distance h is substantially equal to 11.5 mm. A height h that is too small can cause significant pressure drops in the aerodynamic tube 8, which could make it necessary to implement a more powerful and therefore more bulky turbomachine. 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 that is too large limits the passage section between the aerodynamic tubes for the induced air flow. The total air flow to the heat exchanger is 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 convex part 50 can be arranged downstream of the opening 40 in the direction of ejection of the air flow. In particular, the curved part 50 can be contiguous with the internal lip 40b delimiting the opening 40.

Downstream of the convex part 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 in FIG. 5 comprises a first part 52 which is substantially rectilinear. The second profile 44 comprises, in the example illustrated in FIG. 5, a substantially rectilinear part 48, preferably extending over a majority of the length of the second profile 44. In the example of FIG. 5, the length 1 of the first rectilinear part 52, measured in a direction perpendicular to the longitudinal direction of the aerodynamic tube 8 and to the direction of alignment of the row of aerodynamic tubes, may be greater than or equal to 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 to ensure the guiding of the flow of air ejected from the opening 40, which makes it possible to ensure greater air intake. The length of this first rectilinear part is however limited due to the corresponding size of the ventilation device and its consequences on the packaging of the ventilation device or the HVAC system.

In this case, the first rectilinear part 52 of the first profile 42 and the rectilinear part 48 of the second profile 44 can form a non-flat angle Θ. The angle Θ thus formed can in particular be greater than or equal to 5 °, and / or less than or equal to 20 °, more preferably still substantially equal to 10 °. This angle of the first rectilinear part 52 relative to the rectilinear part 48 of the second profile 44 makes it possible to accentuate the relaxation of the air flow ejected through the opening 40 and undergoing the Coanda effect forcing it to follow the first profile 42 , this enhanced relaxation making it possible to increase the induced air flow. An angle Θ too large, however, may prevent the Coanda effect from being achieved, so that the air flow ejected through the opening 40 may not follow the first profile 42 and, therefore, not be oriented correctly.

The first profile 42 may comprise, as illustrated in FIG. 5, a second rectilinear part 38a, downstream of the first rectilinear part 52, in the direction of ejection of the air flow, the second rectilinear part 38a extending substantially parallel to the straight part 48 of the second profile 44. The first profile 42 can also include a third straight part 54, downstream of the second straight part 38a of the first profile 42. The third straight part 54 can form a non-flat angle with the rectilinear part 48 of the second profile 44. The third rectilinear part 54 can extend, as illustrated, substantially up to a rounded edge connecting the third rectilinear part 54 of the first profile 42 and the rectilinear part 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 rectilinear part 48 of the second profile 44 extends in the example of FIG. 8 over the majority of the length c of the cross section. This length c is measured in a direction perpendicular to the longitudinal direction of the aerodynamic tubes 8 and to the direction of alignment of the row of aerodynamic tubes 8. This direction corresponds, in the example of FIG. 11, substantially to the direction of the flow of the induced air flow. In this first embodiment, the length c of the cross section (or width of the aerodynamic tube 8) may be greater than or equal to 50 mm and / or less than or equal to 70 mm, preferably substantially equal to mm. In fact, the inventors have found that a relatively large length of the cross section of the aerodynamic tube makes it possible to more effectively guide the air flow ejected through the opening 40 and the induced air flow, which mixes with this ejected air flow. However, too long a length of the cross section of the aerodynamic tube 8 poses packaging problems for the ventilation device 2. In particular, the space requirement of the HVAC system can then be significant compared to the space which is available in the motor vehicle. in which it is intended to be mounted. The packaging of the HVAC system or the ventilation device can also be problematic in this case.

Furthermore, as illustrated in FIG. 5, the second rectilinear part 38a of the first profile 42 and the portion 38b of the rectilinear part 48 of the second profile 44 which faces it, are parallel. For example, the distance f between this second rectilinear part 38a and the portion 38b of the rectilinear part 48 of the second profile 44 can 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.

FIG. 5 also illustrates that the cross section (or geometric section) of the aerodynamic tube 8 defines a passage section S for the air flow passing through the aerodynamic tube 8. This passage section S is here defined by the walls of the aerodynamic tube 8 and by the segment extending in the direction of alignment of the aerodynamic tubes 8 between the second profile 44 and the tip of the end 51 of the internal lip 40b. This passage section may have an area greater than or equal to 150 mm ² , preferably greater than or equal to 200 mm ² , and / or less than or equal to 700 mm ² , preferably less than or equal to 650 mm ² . A section for the passage of the air flow in the aerodynamic tube 8 makes it possible to limit the pressure drops which would have the consequence of having to oversize the turbomachine used to obtain a flow of air ejected through the desired opening 40. However, a large passage section induces a large bulk of the aerodynamic tube 8. Thus, with fixed pitch aerodynamic tubes, a larger passage section may harm the passage section of the induced air flow between the aerodynamic tubes 8 , thus not making it possible to obtain a satisfactory total air flow.

The distance f separating the second rectilinear part 38a from the first profile 42 and the portion 38b from the rectilinear part 48 of the second profile 44 which faces it, is for example, 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 the examples of FIGS. 6, 7 and 8, the aerodynamic conduits 8 are substantially straight, mutually parallel and aligned so as to form a row of aerodynamic tubes 8. However, the first and second profiles 42, 44 of each aerodynamic tube 8 are, according to these examples, symmetrical with respect to a plane CC, or chord 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 produced on the first profile 42, which is configured so that a air flow leaving the first opening 42 flows along at least part of the first profile 42. Likewise, at least one second opening 40 is present on the second profile 44, which is configured so that a air flow leaving the second opening 40 flows along at least part of the second profile 44. As for the example in FIG. 5, this can be achieved here by implementing the Coanda effect.

For the same reasons as those given for the example of FIG. 5, 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 less or equal to 80 mm. In particular, the length c can be equal to 60 mm.

The openings 40 are similar to those of the example in FIG. 5. In particular, the distance e separating the internal 40b and external 40a lips from each opening 40 can 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 C-C passing through the leading edge 37 and the trailing edge 38 of the aerodynamic tube 8 makes it possible to create more air passages between the aerodynamic tubes 8.

In other words, unlike the embodiment of FIG. 5, an air passage entraining the ambient air is created between each pair of neighboring aerodynamic tubes 8, produced according to one of FIGS. 6 to 8.

The pitch between two neighboring aerodynamic tubes 8 can, in this case, be greater than or equal to 15 mm, preferably greater than or equal to 20 mm, more preferably still 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 air flow does not allow an induced air flow to be created over the entire pitch between the neighboring aerodynamic tubes.

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

In the example illustrated in FIG. 6, the first and second profiles 42, 44 of the aerodynamic tube 8 converge towards the trailing edge 38 so that the distance separating the first and second profiles 42, 44 strictly decreases towards the edge of 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 through the opening 40. Preferably, the first and second profiles 42, 44 each form an angle of between 5 and 10 ° with the cord CC of symmetry of the cross section of the aerodynamic tube 8.

Therefore, unlike the example of Figure 5, the aerodynamic profile of Figure 6 does not include a portion delimited by first and second opposite planar walls parallel. This has the advantage of limiting the drag along the aerodynamic profile of the aerodynamic tube 8.

For example, the maximum distance h between the first profile 42 and the second profile 44 may be greater than or equal to 10 mm and / or less than or equal to 30 mm. In particular, this maximum distance h can be equal to 11.5 mm. In the example shown in FIG. 6, this distance becomes zero at the trailing edge 38.

In the example illustrated in FIG. 7, the trailing edge 38 is formed by the top joining two rectilinear symmetrical portions 60 of the first profile 42 and the second profile 44 of each aerodynamic tube 8. According to the variant of FIG. 8, the trailing edge 38 is the point of the cross section of the aerodynamic tube 8 located closest to the heat exchanger. In other words, the angle formed by the two rectilinear portions 60 is less than 180 °, in particular less than 90 °.

On the contrary, in the variant of FIG. 8, the trailing edge 38 is disposed between the two rectilinear portions 38a, 38b of the first and second profiles 42, 44. In other words, the angle a formed by the rectilinear portions 60 is here greater than 90 °, in particular greater than 180 °.

As illustrated in FIGS. 9 and 10, a ventilation device 2 as it has just been described can advantageously be implemented in an inlet 100 of an HVAC system.

In this case, the inlet 100 makes it possible to create a flow of air at the inlet of the HVAC system, upstream of the HVAC box.

Advantageously, in this case, the ventilation or aerodynamic tubes 8 are mounted pivoting about a longitudinal axis, so that it is possible to control the pivoting of these tubes 8 between two positions:

a first position, illustrated in FIG. 9, allowing the passage of air between the ventilation or aerodynamic tubes 8, in particular maximizing the passage of air between these ventilation or aerodynamic tubes 8; and a second position, illustrated in FIG. 10, limiting or even, preferably, preventing the passage of air between the ventilation or aerodynamic tubes 8.

As illustrated, this inlet mouth 100 is advantageously disposed under the awning grille 102 of the motor vehicle, in front of the windshield 104. The inlet mouth 100 can then directly suck in the ambient air but also, thanks to the pivoting of the tubes, partially or completely obstruct the air inlet of the HVAC system. This improves the aerodynamic properties of the motor vehicle when the ventilation of the passenger compartment is not controlled by a user. Alternatively or additionally, this makes it possible, in recirculation or recycling mode for the air in the passenger compartment, to prevent outside air, potentially polluted, from entering the HVAC system towards the passenger compartment.

It should be noted that in the example of FIGS. 9 and 10, the inlet mouth 100 of the HVAC system comprises two sets of ventilation or aerodynamic tubes 8 arranged in rows, each row being disposed between two intake manifolds of air 12, the central air intake manifold 12 being common to the two rows of ventilation or aerodynamic tubes 8. Of course, this configuration is not limiting and other configurations, relating to the number and arrangement ventilation or aerodynamic tubes 8 are accessible to those skilled in the art, in order to best adapt the inlet mouth 100 of the HVAC system to the motor vehicle on which it is mounted.

A ventilation device 2 as described above can also be implemented in an HVAC 200 box as illustrated in FIGS. 11 and 12.

Thus, in the example illustrated, the conventional blower is replaced by a ventilation device 2 as described above, placed at the inlet of the HVAC 200 unit. The ventilation device 2 thus makes it possible to gain in compactness of the HVAC 200 unit, while ensuring an equivalent flow. The ventilation device 2 can be placed behind a grid to protect it or a filter 201.

The HVAC 200 unit can include an evaporator for cooling an air flow and / or a radiator 4 for heating this air flow. In this case, the ventilation device 2 is arranged opposite the radiator 4, so that the air flow ejected by the ventilation or aerodynamic tubes 8 of the ventilation device 2, passes through the radiator 4.

In the example illustrated, the ventilation device 2 is supplied with air flow by an air propulsion device 202, via an air channel 204 forming the air intake manifold 12 of the ventilation device 2.

The HVAC box 200 also includes means 206 for guiding the air flow created, towards one or the other of the outputs of the HVAC box. These flow guide means here take the form of a pivoting flap, visible in FIG. 12 where part of the envelope of the HVAC 200 box is removed.

In the case where the pivoting of the ventilation or aerodynamic tubes 8 can be controlled, then these ventilation or aerodynamic tubes 8 can advantageously replace at least some of the control flaps generally used in an HVAC box to direct the air flow created, in particular towards means for cooling the air flow created by the blower or, on the contrary, towards means for heating the air flow created by the blower.

Finally, according to an example not illustrated, a ventilation device 2 as described above can advantageously be implemented in an outlet of the HVAC system, corresponding to the ventilation grilles opening into the passenger compartment of the motor vehicle. In this case also, it is advantageous for the ventilation or aerodynamic tubes 8 to be pivotally mounted about a longitudinal axis, so that a user can rotate them between an effective position and a position interrupting the flow of ejected air. in the passenger compartment. In this case, the user can also direct the flow of air ejected by the ventilation device 2 by controlling the pivoting of the ventilation or aerodynamic tubes 8.

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

Claims (12)

1. Ventilation device (2) for ventilation, heating and / or air conditioning system, intended to generate an air flow, the ventilation device comprising: - a plurality of conduits (8), - at least one air collector (12) comprising at least one air flow inlet and orifices, each duct (8) opening at one of its ends into a separate orifice of the air collector (12), each duct (8) having at least one opening (16; 40) for the passage of an air flow passing through said duct (8), the opening (16; 40) being distinct from the ends of the corresponding duct (8), l opening (16; 40) being located outside of at least one air collector (12). 2. Ventilation device according to claim 1, comprising at least one air propulsion device (202) in fluid communication with the at least one air manifold (12). 3. Ventilation device according to claim 1 or 2, comprising at least one air propulsion device inside the at least one air manifold (12). 4. Ventilation device according to one of claims 1 to 3, in which the conduits (8) are pivotable about a longitudinal axis between a first position allowing the passage of air between the conduits (8), or even maximizing the passage of air between the conduits (8), and a position limiting, or even preventing, the passage of air between the conduits (8). 5. Ventilation device according to any one of the preceding claims, in which each duct (8) has, on at least one section, a geometric section comprising: - a leading edge (37); - a trailing edge (38) opposite the leading edge (37); - a first and a second profile (42; 44), each extending between the leading edge (37) and the trailing edge (38), said at least one opening (40) of the duct (8) being on the first profile (42), said at least one opening (40) being configured so that the flow of ejected air flows along at least part of the first profile (42). 6. Ventilation device according to any one of the preceding claims, in which each duct (8) has, on at least one section, a geometric section comprising: - a leading edge (37); - a trailing edge (38) opposite the leading edge (37); - a first and a second profile (42; 44), each extending between the leading edge (37) and the trailing edge (38), at least one opening (40) of the duct (8) being configured on the first profile (42) so that the flow of ejected air flows along at least part of the first profile (42) and at least one opening (40) of the duct (8) being configured on the second profile (44) so that the ejected air flow flows along at least part of the second profile (44). 7. Inlet (100) for ventilation, heating and / or air conditioning, in particular intended to be placed under the canopy of a motor vehicle, the inlet (100) comprising at least one device ventilation (2) according to any one of claims 1 to 6. 8. Housing (200) of ventilation, heating and / or air conditioning system, comprising at least one ventilation device (2) according to any one of claims 1 to 6, the housing (200) preferably comprising at least one of means (4) for heating the air flow created by the ventilation device and means for cooling the air flow created by the ventilation device. 9. Ventilation, heating and / or air conditioning system outlet outlet, in particular intended to be placed in a passenger compartment of a motor vehicle, in particular at the level of a dashboard of the motor vehicle, the outlet outlet comprising at least one ventilation device (2) according to any one of claims 1 to 6. 10. A ventilation, heating and / or air conditioning system comprising at least one ventilation device (2) according to any one of claims 1 to 6, the at least one ventilation device being arranged: - at the entrance to the ventilation, heating and / or air conditioning system; and or - at the outlet of the ventilation, heating and / or air conditioning system; and or - in a housing (200) for ventilation, heating and / or 5 air conditioning, the housing preferably comprising at least one of means for heating the air flow created by the ventilation device and means for cooling the air flow created by the ventilation device. 1/6 FIG. 1 FIG. 2 2/6 XX FIG. 4 3/6 FIG. 6 4/6 FIG. 8 5/6 6/6 201 FIG. 11 FIG. 12 FRENCH REPUBLIC EPO FORM 1503 12.99 (P04C14) irai - I NATIONAL INSTITUTE PROPERTY INDUSTRIAL PRELIMINARY SEARCH REPORT based on the latest claims filed before the start of the search DOCUMENTS CONSIDERED AS RELEVANT Relevant claim (s) Category X Y X X Y Y AT Citation of the document with indication, if necessary, of the relevant parts DE 10 2013 100998 Al (IPETRONIK GMBH & C0 KG [DE]) July 31, 2014 (2014-07-31) * paragraphs [0007], [0009] - [0012], [0018], [0047] - [0051] ; claims 1-15; figures 1, 3C * US 8,919,300 B2 (AUDI AG [DE]) December 30, 2014 (2014-12-30) * column 2 - column 3; claims 1-6, 8; figure 1 * DE 10 2014 017774 Al (AUDI AG [DE]) June 2, 2016 (2016-06-02) * paragraphs [0007] - [0008], [0016], [0020] - [0023], [0038] - [0041]; claims 6-7; figures 1-3 * JP 2014 020245 A (CALSONIC KANSEI CORP) February 3, 2014 (2014-02-03) * paragraphs [0016] - [0034]; claims 1-4; figures 1-6 * GB 2 534 656 A (OVE ARUP PARTNERSHIP LTD [GB]) August 3, 2016 (2016-08-03) * page 10 - page 20; claims 1-21; figures 1-6 * CN 104 220 282 A (TOYOTA MOTOR C0 LTD) December 17, 2014 (2014-12-17) * paragraphs [0125] - [0128]; claims 1-9; figures 1-3, 10A * Research completion date September 3, 2018 CATEGORY OF DOCUMENTS CITED X: particularly relevant on its own Y: particularly relevant in combination with another document in the same category A: technological background O: unwritten disclosure P: intermediate document National registration number FA 846679 FR 1762620 Classification attributed to the invention by ΙΊΝΡΙ 1-3,7-10 B60H1 / 34 F24F13 / 04 4.6 1-3,5 1,2,5,9, 4.6 1-10 TECHNICAL AREAS RESEARCHED (IPC) B60H F04D F04F Examiner Kristensen, Julien T: theory or principle underlying the invention E: patent document with a date prior to the filing date and which was only published on that filing date or on a later date. D: cited in the request L: cited for other reasons &: member of the same family, corresponding document ANNEX TO THE PRELIMINARY RESEARCH REPORT RELATING TO THE FRENCH PATENT APPLICATION NO. FR 1762620 FA 846679 EPO FORM P0465 This appendix indicates the members of the patent family relating to the patent documents cited in the preliminary search report referred to above. The said members are contained in the computer file of the European Patent Office on the date of) j ^- t) 9 ^- 2t) 18 The information provided is given for information only and does not engage the responsibility of the European Patent Office or the French Administration Patent document cited in the research report Publication date Patent family member (s) Publication date DE 102013100998 Al 31-07-2014 DE 102013100998 Al 31-07-2014 EP 2951413 Al 09-12-2015 US 2015369112 Al 24-12-2015 W0 2014117886 Al 07-08-2014 US 8919300 B2 30-12-2014 CN 103158531 A 19-06-2013 DE 102011120865 B3 15-11-2012 US 2013 146001 Al 13-06-2013 DE 102014017774 Al 02-06-2016 DE 102014017774 Al 02-06-2016 W0 2016087013 Al 09-06-2016 JP 2014020245 A 03-02-2014 NONE GB 2534656 A 03-08-2016 GB 2534656 A 03-08-2016 HK 1221276 Al 26-05-2017 CN 104220282 A 17-12-2014 CN 104220282 A 17-12-2014 EP 2832565 A1 04-02-2015 JP 5962753 B2 03-08-2016 JP W02013145172 Al 03-08-2015 KR 20140123563 A 22-10-2014 US 2015017902 Al 15-01-2015 W0 2013 145 172 Al 03-10-2013