COOLING MODULE FOR A MOTOR VEHICLE

Description

[0001] The present invention relates to a cooling system for a motor vehicle.

[0002] The invention finds a preferred, but not exclusive, application in the field of motor vehicles driven at least in part by an electric motor with a battery pack, an air conditioning system and a possible rapid battery charging function.

[0003] Global warming and the depletion of fossil fuel sources are now forcing car manufacturers to invest in developing vehicles that are less polluting and consume less traditional fuel. Recent years have seen the emergence of new vehicles that run, at least partially, on electric power.

[0004] These vehicles, whether fully electric or hybrid, i.e. combining the use of a combustion engine and an electric motor, therefore require a substantial supply of electrical energy and are equipped with an energy storage element, comprising for example one or more battery modules. These battery modules do not tolerate operation well outside a specific temperature range. In particular, in order to optimize the operation and lifespan of the latter, it is advisable to keep them at a temperature below 40°C.

[0005] For example, it is known to use the refrigerant circuit, which is also used to heat or cool different areas or components of the vehicle and to thermally treat an air flow sent into the passenger compartment of the vehicle equipped with such a circuit, to cool the energy storage element. The refrigerant circuit thus provides the energy capable of cooling the energy storage element. The refrigerant circuit is thus sized to cool this energy storage element for temperatures that remain moderate. (see EP 2 875 979 A1)

[0006] It is also known to use the heat transfer fluid circuit to cool the batteries, in particular during a conventional charging phase of the vehicle's energy storage element, namely a charging phase carried out by connecting the vehicle for several hours to the domestic electricity network. This charging technique makes it possible to maintain the temperature of the energy storage element below a certain threshold, which makes it possible to do without any additional cooling system for the energy storage element.

[0007] The current trend is to reduce battery charging time. To this end, a new charging technique has recently emerged, aimed at charging the energy storage element in a maximum of twenty to thirty minutes. It consists of charging the energy storage element under high voltage and amperage. This rapid charging generates heating of the energy storage element (greater than a conventional charge) which must be treated. Furthermore, the possibility that the vehicle occupants remain inside the vehicle for all or part of the charging time mentioned above must be considered. The passenger compartment must also be thermally treated during this rapid charging, in order to maintain acceptable comfort conditions for the occupants, particularly when the temperature outside the vehicle exceeds 35°C.These two cooling requirements imply a sizing of the system which makes it not very compatible with the constraints of current motor vehicles.

[0008] The technical problem therefore lies in the simultaneous ability to dissipate the calories generated by the energy storage element during rapid charging and to maintain a substantially constant level of cooling in the passenger compartment, while limiting the consumption and / or the size of a system capable of simultaneously fulfilling these two functions.

[0009] The present invention falls within this context by offering a cooling module for hybrid or electric vehicles having better thermal performance compared to currently known cooling units while limiting the size. The invention notably proposes a technical solution which contributes to achieving these objectives, i.e. maintaining the energy storage element below a threshold temperature during a fast charging phase while maintaining, for example, the thermal treatment performance and, in particular, the cooling performance of the passenger compartment expected by the occupant of the vehicle. The invention also proposes to improve the cooling of an air conditioning circuit without generating additional noise pollution, which could, for example, be caused by intensive use at high speed of the ventilation device and said circuit in order to compensate for the overheating linked to the fast charging phase.

[0010] For this purpose, the invention relates to a cooling module for a motor vehicle according to claim 1 comprising: a first heat exchanger arranged to be connected to a first cooling circuit, in particular dedicated to the cooling of at least one electric motor and at least one power electronics element, a second heat exchanger to be connected to a second cooling circuit, in particular dedicated to the cooling of at least one energy storage component of the vehicle, an air circulation path in which the first and second heat exchangers are placed at least partially, and a ventilation device arranged to selectively generate, within the air circulation path, an air flow in: ∘ a first direction, from the first exchanger to the second exchanger, and ∘ a second direction, from the second exchanger to the first exchanger.

[0011] Thus, the ventilation device makes it possible to generate an air flow selectively passing first through the most stressed heat exchanger in order to improve the thermal performance of the cooling module. Indeed, in the first direction of air circulation, the first exchanger is crossed by fresh air whereas, in the second direction of air circulation, it is the second exchanger which is crossed by fresh air, making it possible to selectively improve the cooling of the first or second exchanger depending on the cooling needs of the electric vehicle, in particular during a fast charging phase.

[0012] "Fresh air" means air that has not yet been heated by one of the vehicle's first and second heat exchangers.

[0013] The term "energy storage element" means an electrical energy storage element such as one or more battery modules or one or more cells of a battery.

[0014] Furthermore, the term "fast charging phase of the energy storage element" means an operation of externally supplying energy to the latter, carried out by a static charging station delivering, for example, a current with an intensity greater than approximately 400 Amperes at a voltage greater than approximately 800 Volts for the entire duration of the charge. It is therefore a charging station configured to carry out a so-called fast charge, i.e. in a maximum duration of approximately thirty minutes.

[0015] "Crossing a heat exchanger" also means that the air flow is able to cross a heat exchange bundle of the heat exchanger, this heat exchange bundle being traversed by a fluid able to exchange calories with this air flow. For example, this fluid can be a refrigerant fluid or a heat transfer fluid.

[0016] In one embodiment of the cooling module, the ventilation device is arranged in the air circulation path on only one side of the exchangers, in particular on the side of the first exchanger or on the side of the second exchanger. The size of the complete module is thus limited.

[0017] According to one of the embodiments of the cooling module, the ventilation device of the cooling module comprises at least one air guide element arranged to selectively take two different configurations: a first configuration in which the air guide element is arranged to generate the air flow in the first direction and, a second configuration in which the air guide element is arranged to generate the air flow in the second direction.

[0018] According to the invention, the air guide element is a blowing duct provided with at least one opening for ejecting the air flow, the blowing duct being arranged so as to be able to take, in the first configuration, a first position for blowing the air flow in the first direction and, in the second configuration, a second position for blowing the air flow in the second direction. Advantageously, the blowing duct is a Coanda effect tube. The elimination of the propeller allows a reduction in the volume of the ventilation device, thanks to the fact that the devices generating the air circulation in the blowing duct can be of reduced dimensions compared to a conventional fan propeller.

[0019] In addition, the ventilation device may comprise several blowing ducts as described above, the blowing ducts being positioned opposite the heat exchanger and may be sized to have a length substantially identical to that of one of the exchangers. The distribution of the air ventilated by the blowing ducts is easier to control and can be made more homogeneous across the entire tube bundle of the exchanger, further contributing to the improvement of the heat transfer with the heat transfer fluid or refrigerant circulating in the exchanger.

[0020] According to one embodiment, the cooling module further comprises a duct delimiting the air circulation path. Said duct is open at both ends. Ideally, the duct is made substantially sealed by means of a fairing. Said fairing may be formed of several walls connected to each other. By thus delimiting the air circulation path, the duct is partially sealed, thus avoiding disturbances of air outside the cooling module. This fairing makes it possible to optimize the control and guidance of the air flow within the cooling module, in particular making it possible to limit the phenomena of air recirculation in the module.

[0021] Advantageously, one of the ends is located at the front of the vehicle.

[0022] In one embodiment of the cooling module, the walls of the pipe are made of plastic.

[0023] In a possible embodiment of the cooling module, the heat exchangers and the ventilation device are inserted at least partially into the pipe.

[0024] According to one embodiment, the first heat exchanger is a radiator connected to a first cooling circuit capable of cooling the at least one electric motor and the at least one power electronic element.

[0025] According to one embodiment, the second heat exchanger is a condenser, an evaporator or a gas cooler connected to a second cooling circuit capable of cooling at least the passenger compartment of the vehicle.

[0026] In an advantageous embodiment: the first cooling circuit is capable of further cooling at least one energy storage element during the driving phase of the vehicle, the second cooling circuit is capable of further cooling said at least one energy storage element during a driving phase and / or a charging phase of said energy storage element.

[0027] Typically, the first cooling circuit may be configured to cool the energy storage element during the driving phase of the vehicle when the outside temperature is low (for example, less than 20°C). The second cooling circuit may be configured to cool the energy storage element during the driving phase when the outside temperature is high (for example, greater than 20°C) or during a charging phase of the energy storage element, in particular during a fast charging phase.

[0028] According to an advantageous embodiment, the first exchanger is arranged, in the air path, upstream of the second exchanger relative to said first direction of air flow, so that when the vehicle is running, the flow of fresh air passes firstly through the first exchanger and then, secondly, through the second heat exchanger.

[0029] Furthermore, during a charging phase of the at least one energy storage element, the ventilation device is arranged to generate, within the air circulation path, an air flow in said second direction, from the second exchanger to the first exchanger, so that in the charging condition of the at least one energy storage element, the flow of fresh air passes firstly through the second heat exchanger and then, in a second stage, through the first heat exchanger.

[0030] Indeed, when the ventilation device is arranged to generate an air flow in the first direction, the second heat exchanger is supplied with air already partially heated by its passage through the first heat exchanger, whereas when the ventilation device is arranged to generate an air flow in the second direction, the second heat exchanger is directly supplied with fresh air. Thus, the thermal performance of the second heat exchanger is better when the ventilation device is arranged to generate an air flow in the second direction, than when the ventilation device is arranged to generate an air flow in the first direction.

[0031] In other words, when the vehicle is moving, i.e. in the rolling phase, even at low speed, the first direction of the air flow will be sufficient to ensure the cooling of the various elements that need it. When the vehicle is in the fast charging phase, coupled with the use of the passenger compartment air conditioning system, the second direction of the air flow will be selected in order to supply the second heat exchanger directly with fresh air, thus ensuring optimal cooling of the latter and thus, keeping the energy storage element below a threshold temperature while maintaining the thermal treatment performance of the vehicle's passenger compartment, even in the event of high heat.

[0032] According to another aspect, the invention also relates to a system comprising the cooling module as described above and furthermore, at least one first circuit in which the first heat exchanger is integrated and at least one second circuit in which the second heat exchanger is integrated.

[0033] Advantageously, the first circuit will be crossed by a heat transfer fluid and the second circuit will be crossed by a refrigerant fluid.

[0034] According to one embodiment, the first circuit is an engine cooling type circuit and the second circuit is an air conditioning circuit type circuit.

[0035] Advantageously, the first circuit comprises, in addition to the first exchanger, a third heat exchanger.

[0036] More advantageously, the third heat exchanger is a water-cooled condenser, in this case cooled by the heat transfer fluid of the first cooling circuit. Said third exchanger will be arranged in the second cooling circuit so as to cool the refrigerant fluid before it enters the second heat exchanger (also called the desuperheating phase).

[0037] According to a first possible embodiment, the second circuit is arranged so as to directly cool the at least one energy storage element.

[0038] According to a second possible embodiment, the second circuit is arranged so as to indirectly cool the at least one energy storage element via a fourth heat exchanger in fluid connection with the first and second circuits.

[0039] According to a third possible embodiment, the second circuit is arranged to indirectly cool the at least one energy storage element via a fourth heat exchanger in fluid connection with a third cooling circuit and the second circuit, the third cooling circuit being arranged to cool the at least one energy storage element. In this way, the fourth heat exchanger is cooled by the refrigerant of the second circuit and will cool the third circuit, thus allowing the cooling of the at least one energy storage element.

[0040] Advantageously, the cooling module may comprise at least one mist generator arranged downstream of the first and / or second heat exchanger relative to the first or second direction of the air flow as described above. The mist generator is configured to generate water droplets and thus improves the cooling capacities of the air flow with respect to the exchangers in at least one of the first and second directions.

[0041] In addition, the cooling module may comprise several misters, at least one of which is arranged upstream of the first heat exchanger and at least one downstream of the second heat exchanger relative to the first direction of air flow. It is understood that the presence of one or more misters makes it possible to supply the heat exchangers with a flow of humid air, which makes it possible to further improve the thermal performance of these heat exchangers.

[0042] According to yet another aspect, the present invention further relates to a method for controlling the cooling module as previously described, during which the first or second direction of air flow is implemented depending on the characteristics of the vehicle. Said method comprises at least the following steps: detection of a driving phase of the vehicle or a charging phase of the at least one energy storage element, when the driving phase of the vehicle is detected, the ventilation device is arranged to generate, within the air circulation path, an air flow in the first direction, from the first exchanger to the second exchanger, when the charging phase of the at least one energy storage element is detected, the ventilation device is arranged to generate, within the air circulation path, an air flow in the second direction, from the second exchanger to the first exchanger.

[0043] The step of detecting the driving or charging phase may in particular consist of a step of detecting a speed of a vehicle on which the cooling module is integrated, and / or a step of measuring a temperature of at least one of the components of the cooling module and / or a step of measuring a state of charge of the energy storage element and / or a step of measuring an intensity and / or a voltage of the energy storage element, a step of comparing the values ​​thus measured and / or detected with predetermined threshold values ​​and a step of switching from one to the other of the air supply modes depending on the comparison(s) carried out.

[0044] Other characteristics, details and advantages will emerge more clearly on reading the detailed description given below, for information purposes, in relation to the various examples of embodiment illustrated in the following figures: there figure 1 is an overview of a front face of a vehicle comprising a cooling module according to the present invention; the figure 2 is a schematic overview of a cooling module according to the present invention during the vehicle's rolling phase; figure 3 is a schematic overview of a cooling module according to the present invention in the charging phase of the energy storage element of the vehicle; figure 4 is an overview of an exemplary embodiment of the system in which the cooling module is integrated during a rolling phase of the vehicle; figures 5 , 6 et 7 are overviews of different embodiments of the system in which the cooling module is integrated during a charging phase of the energy storage element of the vehicle; the figure 8 is an illustration of a rotary fan type ventilation device; the figure 9 is an illustration of a second example of the ventilation device of the blower tube grid type.

[0045] For the sake of clarity, the dimensions of the various elements shown in these figures are not in proportion to their actual dimensions. In the figures, identical references correspond to identical elements for the different embodiments shown.

[0046] We first refer to the figure 1 which represents an overall view of a front face of a vehicle 9 comprising a cooling module 100 comprising: a first heat exchanger 1, a second heat exchanger 2, an air circulation path 99 in which the first 1 and second 2 heat exchangers are placed at least partially, and a ventilation device 3 arranged to selectively generate, within the air circulation path 99, an air flow FA in a first direction, from the first exchanger 1 to the second exchanger 2 and, in a second direction, from the second exchanger 2 to the first exchanger 1.

[0047] The airflow path 99 is the path of the airflow FA between the air openings 41 or 43.

[0048] On the figure 2 is shown diagrammatically one of the embodiments of the cooling module 100 during a rolling phase of the vehicle. The ventilation device 3 is then arranged to generate, within the air circulation path 99, an air flow FA in a first direction FA1, from the first exchanger 1 to the second exchanger 2.

[0049] In this embodiment, the cooling module 100 further comprises a conduit 5 for the air flow FA. The conduit 5 is open at both ends, for example at the air openings 41 and 43. Preferably, the conduit 5 is made in a substantially sealed manner by means of a fairing (not shown in the figures). The fairing may be formed of several walls connected to each other. The conduit 5 thus delimits the air circulation path 99. The conduit 5 may be partially sealed in order to avoid disturbances of air outside the cooling module. The conduit 5, formed by the fairing, makes it possible to optimize the control and guidance of the air flow FA within the cooling module 100, in particular making it possible to limit the phenomena of air recirculation in the module 100. The walls of the conduit 5 may be made of plastic.

[0050] As shown in the figure 2 with the air opening 41, one of the ends of the pipe 5 can be located at the front of the vehicle 9.

[0051] Furthermore, the first and second heat exchangers 1 and 2 and the ventilation device 3 are inserted at least partially into the pipe 5.

[0052] On the figure 3 is shown diagrammatically one of the embodiments of the cooling module 100 during a charging phase. The ventilation device 3 is then arranged to generate, within the air circulation path 99, an air flow FA, in a second direction FA2, from the second exchanger 2 to the first exchanger 1.

[0053] THE figures 2 et 3 clearly show that when the ventilation device 3 is arranged so as to generate: an air flow in the first direction FA1, the second heat exchanger 2 is supplied with air already partially heated by its passage through the first heat exchanger 1, or an air flow in the second direction FA2, the second heat exchanger 2 then being directly supplied with fresh air.

[0054] Thus, the thermal performance of the second heat exchanger 2 is better when the ventilation device 3 is arranged to generate an air flow in the second direction FA2, than when the ventilation device 3 is arranged to generate an air flow in the first direction FA1.

[0055] In this way, when the vehicle 9 is moving, that is to say in the rolling phase, even at low speed, the first direction of the air flow FA1 will be sufficient to ensure the cooling of the various elements that need it. When the vehicle 9 is in the fast charging phase, coupled with the use of the passenger compartment air conditioning system, the second direction of the air flow FA2 will be selected in order to supply the second heat exchanger 2 directly with fresh air, thus ensuring optimal cooling thereof.

[0056] In addition, the ventilation device 3 can be arranged in the air circulation path 99 on only one side of the exchangers 1 and 2, in particular on the side of the first exchanger 1 or on the side of the second exchanger 2.

[0057] The ventilation device 3 comprises at least one air guide element arranged to selectively adopt two different configurations: a first configuration, in which the air guide element is arranged to generate the air flow in the first direction FA1 and, a second configuration, in which the air guide element is arranged to generate the air flow in the second direction FA2.

[0058] In reference to the figure 4 , representing an overview of an exemplary embodiment of a system 400, in which the cooling module 100 is integrated. In this example, the vehicle 9 is considered to be in the rolling phase.

[0059] In driving conditions, the flow of fresh air in the first direction FA1 initially passes through the first exchanger 1 which could in particular be a low temperature radiator, cooling a first heat transfer fluid circuit 10 supplying two functions in parallel: the direct cooling of at least one electric motor 11 and the power electronics 13, these functions requiring the heat transfer fluid to be at a temperature below 55°C, the direct cooling of the at least one energy storage element 12 by the heat transfer fluid at low temperature, in particular when the outside temperature is low (below 20°C).

[0060] The term "energy storage element" means an electrical energy storage element such as one or more battery modules or one or more cells of a battery.

[0061] In a second step, the fresh air flow FA1 passes through the second heat exchanger 2, the role of which is to cool the second cooling circuit 20, which is, in this case, an air conditioning circuit. Also, in a manner known per se, the second cooling circuit then comprises at least one compressor 21 and one evaporator 22.

[0062] The second cooling circuit 20 has two functions: the cooling of the air flow sent into the passenger compartment (via the evaporator 22), the indirect cooling of the at least one energy storage element 12 via, for example, a fourth heat exchanger 23 between the refrigerant fluid and a heat transfer fluid circuit (for example, the cooling circuit 10), the heat transfer fluid circuit being in direct exchange with the at least one energy storage element 12.

[0063] When the vehicle 9 is in the driving phase, the first direction of the air flow FA1 will be selected in order to supply the first heat exchanger 1 directly with fresh air, thus ensuring optimal cooling of the first cooling circuit 10, thus making it possible to maintain the electric motor 11, the storage element 12 and the power electronics 13 at a suitable operating temperature, these elements being the most stressed in the driving phase and therefore requiring greater cooling.

[0064] In reference to the figure 5 , representing an overview of a first exemplary embodiment of the system 400, in which the cooling module 100 is integrated, during a charging phase of the energy storage element 12 of the vehicle.

[0065] When the vehicle 9 is in the fast charging phase, coupled with the use of the passenger compartment air conditioning system, the second direction of the air flow FA2 will be selected in order to supply the second heat exchanger 2 directly with fresh air, thus ensuring optimal cooling of the second cooling circuit 20, thus making it possible to maintain the energy storage element 12 below a threshold temperature while maintaining the thermal treatment performance of the passenger compartment of the vehicle, even in the event of high heat.

[0066] During the charging phase, the at least one electric motor 11 as well as the power electronics 13 being less stressed, the fact that the air flow FA2 is heated by the second heat exchanger 2 has no impact on the proper functioning of the vehicle.

[0067] In reference to the figure 6 , representing an overview of a second exemplary embodiment of the system 400, in which the cooling module 100 is integrated, during a charging phase of the energy storage element 12 of the vehicle.

[0068] When the vehicle 9 is in the fast charging phase, coupled with the use of the passenger compartment air conditioning system, the second direction of air flow FA2 will be selected in order to supply the second heat exchanger 2 directly with fresh air, thus ensuring optimal cooling of the second cooling circuit 20.

[0069] In addition, the cooling circuit 10 further comprises at least two valves (not shown in the figures) allowing isolation of a part of the cooling circuit 10, thus creating a third cooling circuit 15. Thus, the cooling of the second cooling circuit 20 will allow the cooling of the third circuit 15 via the fourth exchanger 23, thus making it possible to maintain the energy storage element 12 below a threshold temperature while maintaining the thermal treatment performance of the passenger compartment of the vehicle, even in the event of high heat.

[0070] In reference to the figure 7 , representing an overview of a third exemplary embodiment of the system 400, in which the cooling module 100 is integrated, during a charging phase of the energy storage element 12 of the vehicle.

[0071] When the vehicle 9 is in the fast charging phase, coupled with the use of the passenger compartment air conditioning system, the second direction of air flow FA2 will be selected in order to supply the second heat exchanger 2 directly with fresh air, thus ensuring optimal cooling of the second cooling circuit 20.

[0072] In addition, the first circuit 10 further comprises a third heat exchanger 24 being preferably a water-cooled condenser, in this case cooled by the heat transfer fluid of the first cooling circuit 10. Said third heat exchanger 24 is arranged in the second cooling circuit 20 so as to cool the refrigerant fluid prior to its entry into the second heat exchanger 2 (also called the desuperheating phase). Said third heat exchanger 24 may also be integrated upstream of the second heat exchanger 2 in any of the embodiments illustrated in figures 4 à 6 .

[0073] In this exemplary embodiment, the second circuit 20 directly cools the at least one energy storage element 12.

[0074] In reference to the figure 8 , representing an illustration of the embodiment of the ventilation device 3 of the rotary fan type.

[0075] In this exemplary embodiment, the ventilation device 3 comprises a single electric motor 82, a motor which, when actuated, makes it possible to generate, during a driving phase, an air flow in the first direction FA1 or, during a charging phase, an air flow in the second direction FA2 of air circulation.

[0076] The electric motor 82 of the ventilation device 3 is a reversible motor, for example of the brushless type, making it possible to actuate the air guide element 81. Said air guide element 81 is at least one blade of the rotary fan making it possible, by virtue of its conformation, to generate an air flow in the first direction FA1 when the electric motor 82 rotates in a first direction of rotation, and an air flow in the second direction FA2 when the electric motor 82 rotates in its second direction of rotation.

[0077] The ventilation device 3 may further comprise a nozzle 83 comprising an opening in which the rotary fan is housed. This nozzle 83 makes it possible in particular to form a support for the rotary fan and to fix this fan in the cooling module 100, for example via a fixing on the first 1 or the second 2 heat exchanger, or even on the pipe 5.

[0078] In reference to the figures 9a et 9b , representing an illustration of the ventilation device 3 of the blower tube grid type.

[0079] According to this second embodiment, the air guide element is a blowing duct 91 provided with at least one opening 40 for ejecting the air flow FA, the blowing duct 91 being arranged so as to be able to take, in the first configuration, a first position for blowing the air flow in the first direction FA1 and, in the second configuration, a second position for blowing the air flow in the second direction FA2. Advantageously, the blowing duct 91 is a Coanda effect tube. The elimination of the propeller allows a reduction in the volume of the ventilation device, thanks to the fact that the devices generating the air circulation in the blowing duct 91 can be of reduced dimensions compared to a conventional fan propeller.

[0080] The ventilation device 3 may comprise several blowing ducts 91 as described previously, the blowing ducts being positioned opposite one of the heat exchangers 1 or 2 and may be sized to have a length substantially identical to that of one of the heat exchangers 1 or 2. The distribution of the air ventilated by the blowing ducts 91 is easier to control and can be made more homogeneous over the entire tube bundle of the heat exchangers 1 and 2, further contributing to the improvement of the heat transfer with the heat transfer fluid or refrigerant circulating in the exchangers.

[0081] Each of the blower ducts 91 is intended to be placed in fluid communication with one or more air flow supply turbomachines. For this purpose, the ventilation device may further comprise an air collector configured to be in fluid communication with the turbomachine on the one hand, and with each of the blower ducts 91 on the other hand. in order to supply them with air flow.

[0082] The blower ducts 91 may furthermore be substantially rectilinear, parallel to each other and aligned so as to form a row of blower ducts.

[0083] Each duct can be formed by means of a first and second profile 42, 44 of each blowing duct 41 which are here symmetrical with respect to a plane CC, or chord plane, passing through the leading edge 37 and the trailing edge 38 of the duct 91.

[0084] Each of the profiles 42, 44 may be provided with the opening 40. Thus, at least one first opening 40 is provided on the first profile 42, which is configured so that an air flow exiting the first opening 40 flows along at least a portion of the first profile 42. Similarly, at least one second opening 40 is present on the second profile 44, which is configured so that an air flow exiting the second opening 40 flows along at least a portion of the second profile 44. This may be achieved here by implementing the Coanda effect.

[0085] The distance c between the leading edge 37 and the trailing edge 38 may be greater than or equal to 50 mm and / or less than or equal to 80 mm. In particular, the length c may be equal to 60 mm.

[0086] The openings 40 are similar to those of the first example described. In particular, the distance e separating the inner 40b and outer 40a lips of each opening 40 may be greater than or equal to 0.3 mm, preferably greater than or equal to 0.5 mm, more preferably greater than or equal to 0.7 mm, and / or less than or equal to 2 mm, preferably less than or equal to 1.5 mm, more preferably less than or equal to 0.9 mm and more preferably less than or equal to 0.7 mm.

[0087] The fact that the profiles 42, 44 are symmetrical with respect to the chord plane CC passing through the leading edge 37 and the trailing edge 38 of the aerodynamic tube 8 makes it possible to limit the obstruction to the air flow through the ventilation device 3, while creating more active air passages in the volume available in front of the first or second exchanger. Furthermore, the symmetry of the profiles 42, 44 makes it possible to have an ejection of air along each side of the blower ducts 91.

[0088] Downstream of the curved portion 50 in the direction of ejection of said air flow through the opening 40, the first and second profiles 42, 44 of the blowing duct 91 comprise a first substantially rectilinear portion 52.

[0089] The invention has been described with reference to particular embodiments which are not limiting.

Claims

1. Cooling module (100) for a motor vehicle (9), comprising: - a first heat exchanger (1) arranged to be connected to a first cooling circuit (10), - a second heat exchanger (2) arranged to be connected to a second cooling circuit (20), - an air circulation path (99) in which the first (1) and second heat exchangers (2) are at least partially placed, and - a ventilation device (3) arranged to selectively generate, within the air circulation path (99), an air flow (FA): o in a first direction (FA1), from the first exchanger towards the second exchanger, and o in a second direction (FA2), from the second exchanger towards the first exchanger, the ventilation device (3) comprising at least one air guidance element (81; 91) arranged to selectively assume two different configurations: - a first configuration, in which the air guidance element (81; 91) is arranged to generate the air flow in the first direction (FA1) and - a second configuration, in which the air guidance element is arranged to generate the air flow in the second direction (FA2), the air guidance element (81; 91) being at least one blowing pipe (91) provided with at least one opening (40) for ejecting the air flow (FA), the blowing pipe (91) being arranged so as to be able to assume, in the first configuration, a first position for blowing the air flow in the first direction (FA1) and, in the second configuration, a second position for blowing the air flow in the second direction (FA2).

2. Cooling module (100) according to one of the preceding claims, further comprising a duct (5) delimiting the air circulation path (99).

3. Cooling module (100) according to either one of the preceding claims, wherein: - the first heat exchanger (1) is a radiator connected to a first cooling circuit (10) capable of cooling at least one electric motor (11) and at least one power electronics element (13) and, - the second heat exchanger (2) is a condenser, an evaporator or a gas cooler connected to a second cooling circuit (20) capable of cooling at least the passenger compartment of the vehicle and also, during a charging phase of an energy storage element (12) of the vehicle, said at least one energy storage element (12).

4. Cooling module (100) according to the preceding claim, wherein: - the first heat exchanger (1) is disposed, in the air path (99), upstream of the second heat exchanger (2) relative to said first direction of the air flow (FA1), such that when the vehicle (9) is under running conditions the air flow (FA) passes firstly through the first heat exchanger (1) and then, secondly, the second heat exchanger (2), and - during a charging phase of the at least one energy storage element (12), the ventilation device (3) is arranged to generate, within the air circulation path (99), an air flow in said second direction (FA2), from the second heat exchanger (2) towards the first heat exchanger (1).

5. System (400) comprising at least one cooling module (100) according to one of the preceding claims, the system (400) further comprising at least one first cooling circuit (10) in which the first heat exchanger (1) is integrated and at least one second cooling circuit (20) in which the second heat exchanger (2) is integrated.

6. Method for controlling the cooling module (100) according to one of the preceding claims, comprising at least the following steps: - detecting a running phase of the vehicle or a charging phase of the at least one energy storage element (12), - when the running phase of the vehicle is detected, the ventilation device (3) is arranged to generate, within the air circulation path (99), an air flow in the first direction (FA1), from the first heat exchanger (1) towards the second heat exchanger (2), and - when the charging phase of the at least one energy storage element (12) is detected, the ventilation device (3) is arranged to generate, within the air circulation path (99), an air flow in the second direction (FA2), from the second heat exchanger (2) towards the first heat exchanger (1).