Cooling module for an electric vehicle with a turbomachine

Description

Technical field

[0001] The invention relates to a cooling module for an electric motor vehicle, with a tangential turbomachine. The invention also relates to an electric motor vehicle equipped with such a cooling module. Prior art

[0002] A cooling module (or heat exchange module) of a motor vehicle conventionally comprises at least one heat exchanger and a ventilation device adapted to generate an air flow in contact with the at least one heat exchanger. The ventilation device thus makes it possible, for example, to generate an air flow in contact with the heat exchanger, when the vehicle is stationary.

[0003] In conventional motor vehicles with thermal engines, the at least one heat exchanger is substantially square in shape, the ventilation device then being a propeller fan whose diameter is substantially equal to the side of the square formed by the heat exchanger.

[0004] Conventionally, the heat exchanger is then placed opposite at least two cooling bays, formed in the front face of the body of the motor vehicle. A first cooling bay is located above the bumper while a second bay is located below the bumper. Such a configuration is preferred because the heat engine must also be supplied with air, the air intake of the engine being conventionally located in the passage of the air flow passing through the upper cooling bay.

[0005] However, electric vehicles are preferably equipped with only cooling bays located under the bumper, more preferably with a single cooling bay located under the bumper.

[0006] Indeed, the electric motor does not need to be supplied with air. And the reduced number of cooling bays improves the aerodynamic characteristics of the electric vehicle. This also results in a longer range and a higher top speed for the vehicle.

[0007] Under these conditions, the implementation of a conventional cooling module appears unsatisfactory. Indeed, a large part of the heat exchangers are no longer correctly cooled by the air flow coming only from the lower cooling bay(s).

[0008] An aim of the invention is to propose a cooling module for an electric motor vehicle which does not have at least some of the aforementioned drawbacks.

[0009] Document EP1715157A1 discloses a cooling module according to the preamble of claim 1. Statement of the invention

[0010] For this purpose, the invention relates to a cooling module for a motor vehicle with an electric motor according to claim 1.

[0011] Thus, advantageously, the heat exchanger(s) has / have dimensions suitable for being cooled only by means of one or more lower cooling bays. In addition, the tangential turbomachine makes it possible to create an air flow through all the heat exchangers with a much better efficiency than if a propeller fan were implemented.

[0012] Preferably, the cooling module comprises one or more of the following features, taken alone or in combination: the structural part and the acoustic insulation part are made of different materials, the structural part is made of a rigid material while the acoustic insulation part is made of an acoustic foam type material, the rigid material is a PP or PA6 polymer, the fairing houses said plurality of heat exchangers and at least one first tangential turbomachine.

[0013] According to another aspect, there is provided a motor vehicle with an electric motor, comprising a body, a bumper and a cooling module as described above, the body defining at least one cooling bay arranged under the bumper, the cooling module being arranged opposite the at least one cooling bay. Brief description of the drawings

[0014] Other characteristics, details and advantages of the invention will appear on reading the detailed description below, and on analyzing the attached drawings, in which: [ Fig. 1 ] schematically represents the front part of a motor vehicle with an electric motor, seen from the side; [ Fig. 2 ] is a schematic perspective view of a cooling module that can be implemented in the motor vehicle of the Figure 1 ; [ Fig. 3 ] is a view analogous to the Figure 2 , from the same cooling module with part of the housing removed; [ Fig. 4 ] is a cutaway view along plan IV-IV of the cooling module of the Figure 2 ; [ Fig. 5 ] is a schematic view of a detail of the cooling module of the Figure 2 ; [ Fig. 6 ] is a perspective view of the cooling module of the Figure 2 , in an opposite orientation; [ Fig. 7a] schematically illustrates a first variant of cooling module; [ Fig. 7b ] schematically illustrates a second variant of cooling module; [ Fig. 7c ] schematically illustrates a third variant of cooling module; and [ Fig. 8 ] schematically illustrates a fourth variant of cooling module. [ Fig. 9 ] schematically illustrates a cooling module according to the invention. Description of embodiments

[0015] In the remainder of the description, elements that are identical or have the same function bear the same reference sign. For the sake of brevity in this description, these elements are not described in detail in each embodiment. Rather, only the differences between the embodiment variants are described in detail.

[0016] There Figure 1schematically illustrates the front part of a motor vehicle 10 with an electric motor 12. The vehicle 10 comprises in particular a body 14 and a bumper 16 carried by a chassis (not shown) of the motor vehicle 10. The body 14 defines a cooling bay 18, that is to say an opening through the body 14. The cooling bay 18 is here unique. This cooling bay 18 is located in the lower part of the front face 14a of the body 14. In the example illustrated, the cooling bay 18 is located under the bumper 16. A grid 20 can be arranged in the cooling bay 18 to prevent projectiles from passing through the cooling bay 18. A cooling module 22 is arranged opposite the cooling bay 18. The grid 20 makes it possible in particular to protect this cooling module 22.

[0017] The cooling module 22 is more clearly visible on the Figure 2 .

[0018] As illustrated on this Figure 2 , the cooling module 22 essentially comprises a housing or fairing 24 forming an internal channel between two opposite ends 24a, 24b. The fairing 24 makes it possible to house the plurality of heat exchangers and / or at least one tangential turbomachine. The end 24a is intended to be arranged opposite the cooling bay 18. The opening of the housing 24 at this front end 24a of the channel can be partially closed by means of a grid 26.

[0019] The housing 24 is here made in two parts 24 1 , 24 2 which are fixed together by any means accessible to those skilled in the art. In this case, the two parts 24 1 , 24 2 are screwed together at a collar. The front part 24 1 essentially has the shape of a rectangular parallelepiped open on two opposite faces. The rear part 24 2 has a significantly more complex shape. This rear part 24 2 forms in particular here the volute of a tangential turbomachine 28.

[0020] There Figure 3 illustrates the cooling device 22 from which the front portion 24 1 of the housing 24 has been removed. The Figure 3thus illustrates the presence of a plurality of heat exchangers 30 1 -30 4 in the conduit formed inside the housing 24. Here, four heat exchangers 30 1 -30 4 are provided. Of course, this number of heat exchangers is not limiting. On the contrary, a different number of heat exchangers may be provided in the housing, in particular at least one heat exchanger, preferably between four and seven heat exchangers, even more preferably four or five heat exchangers. The heat exchangers 30 1 -30 4 are illustrated in the Figure 3schematically, in the form of substantially rectangular plates. In practice, and remarkably, the heat exchangers 30 1 -30 4 have in particular a height h 30 , measured in a substantially vertical direction, less than or equal to 350 mm. The heat exchangers 30 1 -30 4 are thus particularly well sized to be in contact with an air flow coming from the cooling bay 18.

[0021] In the example illustrated on the Figure 3 , all the heat exchangers 30 1 -30 4 are identical and all have the same height h 30 . In the case where the heat exchangers 30 1 -30 4 have different heights, it is preferred that all these heights are less than or equal to 350 mm.

[0022] Preferably, the height h 30 of the heat exchangers 30 1 -30 4 is between 70 mm and 300 mm. This in fact makes it possible to ensure satisfactory performance of the heat exchangers 30 1 -30 4 while maintaining a reduced size of these heat exchangers, a size particularly suited to the implementation of a single cooling bay 18. Here again, in the case where the heat exchangers 301-304 have different heights, it is preferred that the height of each heat exchanger 301-304 is between 70 mm and 300 mm.

[0023] Even more preferably, the cooling module 22 has a height h 22 of between 70 mm and 300 mm. It is understood that the height h 30 of the heat exchangers 30 1 -30 4 is always substantially less than the height h 22 of the cooling module 22.

[0024] To compensate for the relatively low height of the heat exchangers 30 1 -30 4 , these can be relatively numerous, in particular up to four or five heat exchangers 30 1 -30 4 , or even up to seven heat exchangers. Indeed, to obtain performances comparable to conventional cooling modules, the heat exchangers can be duplicated by arranging them in series two by two on the fluid circuit which passes through them. In other words, a heat exchanger of a conventional cooling module can correspond to two or more heat exchangers in the cooling module 22, these being crossed by the same fluid. In this case in particular, it is advantageous for the heat exchangers to be arranged one behind the other in the conduit formed by the housing 24.The order of the heat exchangers can be determined as a function of a temperature of the fluid passing through them or a distance from the heat exchanger in question to a hot source, on the fluid circuit passing through it. Thus, the heat exchangers crossed by a hotter fluid are arranged further from the end 24a of the housing 24 intended to be arranged just behind the cooling bay 18 than the heat exchangers crossed by a colder fluid.

[0025] The arrangement of the heat exchangers 30 1 -30 4 one behind the other in the axial direction X of the cooling module 22 also makes it possible to limit the size of the cooling module 22 according to its two other lateral and vertical dimensions. Thus, preferably, the depth p 22 of the cooling module 22 is between 12 mm and 140 mm. In addition, the width L 30 of the heat exchangers 30 1 -30 4 or of each heat exchanger 30 1 -30 4 may be between 12 mm and 140 mm.

[0026] Furthermore, due to the shape of the heat exchangers 30 1 -30 4 , a tangential turbomachine 28 is preferred. Indeed, a propeller fan would not make it possible to obtain a substantially uniform air flow in contact with the heat exchangers 30 1 -30 4 , in particular over substantially the entire length of these heat exchangers 30 1 -30 4 , length measured in the lateral direction Y.

[0027] Here, the tangential turbomachine 28 comprises a turbine 32 (or tangential propeller). The turbine 32 has a substantially cylindrical shape, as is more particularly visible in the Figure 5 The turbine 32 comprises several stages of blades 34 (or vanes), in this case sixteen stages of blades 34. Of course, this number of stages of blades 34 is not limiting and the turbine 32 may comprise, more generally, at least one stage of blades 34.

[0028] Each blade stage 34 comprises the same number of blades 34, equally distributed angularly around the axis of rotation A 32 of the turbine 32. Advantageously, the blade stages 34 are angularly offset so that the blades 34 are not aligned, preferably so that no blade 34 is aligned with another blade 34 of another blade stage 34, in the lateral direction Y of the cooling module 22. This prevents the blades 34 of the turbine 32 from generating significant noise, in particular because all the blades 32 would work in synchronization. By offsetting the blades 34, it is ensured, on the contrary, that the blades 34 work in separate groups, which makes it possible to reduce the noise generated. This results in a tangential turbomachine 28 whose noise pollution can be limited.This is particularly important in the case of a cooling module 22 for a motor vehicle with an electric motor, since an electric motor is notoriously less noisy than a thermal engine. Furthermore, the cooling module 22 is intended to be implemented also while the electric motor is stopped, in particular when the batteries are being recharged. The noise of the tangential turbomachine 28 could then be considered annoying by users.

[0029] The blades 34 of each stage may in particular be offset by half the pitch between the blades 34, relative to each of the two neighboring stages. Thus, a first half of the blade stages 34 have blades 34 which are aligned with each other and which are offset by half the angular pitch between the blades 34 with the blades 34 of the other half of the blade stages 34. It is thus possible to theoretically divide the noise generated by the rotating turbine 22 substantially by two, which corresponds to an attenuation of the noise emitted of the order of 3 dB.

[0030] Alternatively, the angular offset of the blades 34 between two neighboring stages of blades 34 corresponds to the thickness of a blade 34.

[0031] Alternatively or additionally, the pitch between the blades 34 can be divided into substantially as many intermediate positions as there are blade stages 34. Thus, the blades 34 of the different blade stages 34 can be offset step by step, in the same angular direction, along a longitudinal direction of the turbine 32. The blades 34 of the different stages then extend substantially in a helix along the different blade stages 34. In this particular case, all the blades 34 of all the blade stages 34 are offset relative to all the blades 34 of all the other blade stages 34. This makes it possible to further reduce the noise generated by the rotating turbine 32.

[0032] Of course, many other configurations are accessible to those skilled in the art, which allow all the blades 34 of all the stages of blades 34 to be offset relative to all the other blades 34 of all the other stages of blades 34. In particular, from the previous configuration where the blades 34 of the different stages 34 extend in the manner of a propeller, the different stages can be interchanged, without modifying their orientation around the longitudinal axis of the turbine 32.

[0033] The turbomachine 28 also comprises a motor 36 (or geared motor) adapted to rotate the turbine 32 around its axis of rotation A 32 . Advantageously, the axis of rotation A 32 of the turbine 32, which corresponds to the direction of the height of the turbine 32, is oriented substantially parallel to the lateral direction Y of the heat exchangers 30 1 -30 4 . The turbomachine 28 is thus adapted to create a substantially constant air flow over the entire width of the same heat exchanger 30 1 -30 4 . In order to optimize the air flow created, the height h 32 of the turbine 32 is substantially equal to the width L 30 of the heat exchangers 30 1 -30 4 .

[0034] The motor 36 is for example adapted to drive the turbine 32 in rotation, at a speed between 200 rpm and 14,000 rpm. This makes it possible in particular to limit the noise generated by the turbomachine 28.

[0035] The diameter D 32 of the turbine 32 is for example between 35 mm and 200 mm to limit. The turbomachine 28 is thus compact.

[0036] As already indicated, the rear part 24 2 of the housing 24 forms the volute of the turbomachine 28, as is more particularly visible on the figures 4 And 5 . Furthermore, the section of the duct formed in the housing 24 is significantly greater at the end 24a than at its opposite end 24b. This allows the turbomachine 28 to create an air flow in the housing 24 which has a certain pressure, in order to facilitate the passage by said air flow of the duct through the housing 24, despite the presence of the heat exchangers 30 1 -30 4 .

[0037] As also emerges from the figures, the housing 24 comprises a structural part 38 and an acoustic and / or vibration insulation part 40.

[0038] The structural part 38 supports the acoustic insulation part 40.

[0039] As more particularly visible on the figures 2 , 4 , 6 And 9 , the structural part 38 comprises a plurality of frames 42 spaced from each other while the acoustic insulation part 40 covers the spaces E between the frames 42.

[0040] It is noted that the structural part 38 and the acoustic insulation part 40 are made of different materials.

[0041] The structural part 38 is made of a rigid material, such as PP (polypropylene) or PA 6 (polyamide). On the contrary, the acoustic insulation part 40 is made of a soft material, such as acoustic or soundproofing foam, to absorb the sounds and vibrations generated by the cooling module. This is, for example, a polyurethane acoustic foam.

[0042] The invention is not limited to the exemplary embodiments described with reference to the figures and other embodiments according to the claims will become clear to those skilled in the art. In particular, the different examples may be combined, as long as they are not contradictory.

[0043] For example, in the example schematically illustrated in Figure 7a , the turbomachine 28 is in a high position, in particular in the upper third of the housing 24, preferably in the upper quarter of the housing 24. This makes it possible in particular to protect the turbomachine 28 in the event of submersion and / or to limit the size of the cooling module 22 in its lower part. On the contrary, a low position of the turbomachine 28, illustrated in the Figure 7c, in particular in the lower third of the housing 24, makes it possible to limit the size of the cooling module 22 in its upper part. Alternatively, the turbomachine 28 can be in a middle position, illustrated in Figure 7b , in particular in the middle third of the height of the housing 24, for example for reasons of integration of the cooling module 24 into its environment.

[0044] Furthermore, according to the example illustrated in figure 8 , the turbomachine 28 and more particularly the turbine 32 of this turbomachine 28, is movable according to the direction of the height of the heat exchangers 30 1 -30 4 , relative to these heat exchangers 30 1 -30 4 . Such a configuration can for example make it possible to manage, punctually in time, the cooling of a portion of the heat exchangers 30 1 -30 4 .

[0045] Furthermore, in the illustrated examples, the turbomachine 28 operates in suction mode, that is to say that it sucks in the ambient air to bring it into contact with the various heat exchangers 30 1 -30 4 . Alternatively, however, the turbomachine 28 operates in blowing mode, blowing the air towards the various heat exchangers 30 1 -30 4 .

[0046] Also, whereas in the example described with regard to the figures 2 to 9 , the turbomachine is in the housing of the cooling module, the turbomachine can be outside this housing, arranged at one end or another of this housing depending on whether it operates in suction or blowing mode.

Claims

1. Cooling module (22) for a motor vehicle (10) with an electric motor (12), comprising: - at least one heat exchanger (301-304), - at least one first tangential-flow turbomachine (28-1) capable of creating an air flow in contact with the at least one heat exchanger (301-304), and - a fairing (24) for housing said at least one heat exchanger (301-304) and / or at least said first tangential-flow turbomachine (28-1), characterized in that the fairing (24) has a structural part (38) and an acoustic insulation part (40) supported by the structural part (38) and in that the structural part (38) comprises a plurality of reinforcements (42) that are spaced apart from one another and the acoustic insulation part (40) at least partially covers the space between the reinforcements (42).

2. Cooling module according to the preceding claim, wherein the structural part (38) and the acoustic insulation part (40) are made from different materials.

3. Cooling module according to the preceding claim, wherein the structural part (38) is made from a rigid material whereas the acoustic insulation part (40) is made from an acoustic foam material.

4. Cooling module according to the preceding claim, wherein the rigid material is a PP or PA6 polymer.

5. Cooling module according to one of the preceding claims, wherein the fairing (24) houses said plurality of heat exchangers (301-304) and said at least one first tangential-flow turbomachine (28-1).

6. Motor vehicle with an electric motor, comprising a body (14), a bumper (16) and a cooling module (22) according to any one of the preceding claims, the body (14) defining at least one cooling opening (18) arranged below the bumper, the cooling module (22) being arranged facing the at least one cooling opening (18).