COOLING MODULE FOR AN ELECTRIC OR HYBRID VEHICLE

Description

[0001] The present invention relates to a cooling module for an electric or hybrid motor vehicle, with a tangential turbomachine.

[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 or at low driving speed.

[0003] Conventionally, the heat exchanger is then placed in a compartment 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.

[0004] Depending on the different vehicles, this compartment may be more or less reduced in size and cluttered by obstacles that may hinder the evacuation of the air flow passing through it. This is particularly the case when the air flow is generated by the ventilation device. It is therefore necessary to increase the size and / or power of this ventilation device so that the air flow is sufficient for the heat exchanges to take place correctly at the level of the heat exchanger(s). This solution is not the most optimal because it is energy-intensive and can affect the autonomy of the electric or hybrid vehicle. In addition, such a solution results in an increase in the weight of the cooling module.

[0005] Document FR3100584A1 discloses a cooling module according to the preamble of claim 1.

[0006] The aim of the present invention is therefore to at least partially remedy the drawbacks of the prior art and to propose an improved cooling module allowing optimal performance by limiting its energy consumption as well as its size.

[0007] The present invention therefore relates to a cooling module for an electric or hybrid motor vehicle, said cooling module being intended to be crossed by an air flow and comprising: a fairing forming an internal channel crossed by the air flow between an upstream end and a downstream end opposite one another, said fairing comprising at least one heat exchanger, a first collector housing arranged downstream of the fairing in a longitudinal direction of the cooling module going from the front to the rear of said cooling module, said first collector housing comprising a guide wall facing the downstream heat exchanger of the fairing, said guide wall being intended to guide the air flow towards a tangential turbomachine configured so as to generate said air flow, said tangential turbomachine comprising a volute comprising an air flow outlet, the cooling module comprising at least one deflector grille arranged at the outlet of the volute, said deflector grille extending an external edge of the outlet and extending on an inclined plane oriented towards the guide wall,said deflector grid comprising a series of superimposed blades and each extending along a transverse axis perpendicular to the longitudinal direction of the cooling module, said blades being movable in rotation around their transverse axis between a closed position and an open position.

[0008] According to one aspect of the invention, in the closed position the blades (51) are in contact with each other so as to form a surface for stopping the air flow (F).

[0009] According to another aspect of the invention, the blade furthest from the outer edge is, in the closed position, both in contact with the adjacent blade by a first of its edges and in contact with the separating wall by a second of its edges, opposite the first.

[0010] According to another aspect of the invention, the deflector grid comprises at least two juxtaposed compartments, each compartment comprising a series of superimposed blades, the compartments being separated by a separating wall connecting the superimposed blades of each compartment to each other.

[0011] According to another aspect of the invention, the blades of each compartment are movable in rotation independently from one compartment to another.

[0012] According to another aspect of the invention, the separating walls are movable around an axis of rotation perpendicular to the transverse axis of the blades.

[0013] According to another aspect of the invention, the entire width of the outlet of the cooling module is covered by at least one deflector grid.

[0014] According to another aspect of the invention, the blades of the at least one deflector grille have a curved section with a first concave wall facing the outlet and a second convex wall opposite the outlet.

[0015] According to another aspect of the invention, the blades comprise a leading edge by which the air flow is intended to arrive against said blade, a trailing edge by which the air flow is intended to be ejected by said blade, the thickness of the section of the blade at the level of said leading and trailing edges being less than the central thickness of the section of the blade.

[0016] According to another aspect of the invention, in the open position, the angle between the tangent to the leading edge of the blades of the at least one deflector grille and the velocity vector of the air flow is equal to the angle between the tangent to the trailing edge of the blades of the turbine and the velocity vector of the air flow out of said turbine.

[0017] Other advantages and characteristics of the invention will appear more clearly on reading the following description given by way of illustrative and non-limiting example, and the appended drawings among which: [ Fig 1 ] There figure 1 schematically represents the front part of a motor vehicle with an electric or hybrid engine, seen from the side, [ Fig 2 ] There figure 2 represents a perspective and partial sectional view of a cooling module, [ Fig 3 ] There figure 3 represents a sectional view of a first manifold housing of the cooling module of the Figure 2 , [ Fig 4 ] There figure 4 represents a perspective and sectional view of a deflector grille, [ Fig 5 ] There figure 5 represents a sectional view of a closed deflector grille. Fig 6 ] There figure 6 represents a perspective view of the rear face of a first collector housing according to a first embodiment, [ Fig 7 ] There figure 7 represents a perspective view of the rear face of a first collector housing according to a second embodiment, [ Fig 8 ] There figure 8 represents a sectional view of the blades of a deflector grille, [ Fig 9 ] There figure 9 represents a sectional view of the blades of a turbine

[0018] In the different figures, identical elements bear the same reference numbers.

[0019] The following embodiments are examples. Although the description refers to one or more embodiments, this does not necessarily mean that each reference relates to the same embodiment, or that the features apply only to a single embodiment. Single features of different embodiments may also be combined and / or interchanged to provide other embodiments.

[0020] In this description, certain elements or parameters may be indexed, such as first element or second element, as well as first parameter and second parameter, or first criterion and second criterion, etc. In this case, it is a simple indexing to differentiate and name elements or parameters or criteria that are close, but not identical. This indexing does not imply a priority of one element, parameter or criterion over another and such names can easily be interchanged without departing from the scope of this description. This indexing also does not imply an order in time, for example, to assess this or that criterion.

[0021] In this description, "upstream" means that one element is placed before another in relation to the direction of circulation of an air flow. Conversely, "downstream" means that one element is placed after another in relation to the direction of circulation of a flow or fluid.

[0022] On the figures 1 à 6 , an XYZ trihedron is represented in order to define the orientation of the different elements relative to each other. A first direction, noted X, corresponds to a longitudinal direction of the vehicle. It also corresponds to the inverse of the direction of advancement of the vehicle. A second direction, noted Y, is a lateral or transverse direction. Finally, a third direction, noted Z, is vertical. The directions, X, Y, Z are orthogonal two by two.

[0023] On the figure 1 , the cooling module according to the present invention is illustrated in an operational position, that is to say when it is arranged within a motor vehicle.

[0024] There figure 1 schematically illustrates the front part of an electric or hybrid motor vehicle 10 which may include an electric motor 12. The vehicle 10 includes 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 preferably 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 grille 20 may 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 grille 20 makes it possible in particular to protect this cooling module 22.

[0025] As shown in the figure 2 , the cooling module 22 is intended to be crossed by an air flow F parallel to the direction X and going from the front to the rear of the vehicle 10. This direction X corresponds more particularly to a longitudinal direction X going from the front to the rear of the cooling module 22. In the present application, an element is described as “upstream” or “downstream” according to the longitudinal direction X of the cooling module 22, an element which is respectively arranged more towards the front or towards the rear than another element. The front corresponds to the front of the motor vehicle 10 in the mounted state or the face of the cooling module 22 through which the air flow F is intended to enter the cooling module 22. The rear corresponds to the rear of the motor vehicle 10 or to the face of the cooling module 22 through which the air flow F is intended to exit the cooling module 22.

[0026] The cooling module 22 essentially comprises a housing or fairing 40 forming an internal channel between an upstream end 40a and a downstream end 40b opposite each other. Inside said fairing 40 is arranged at least one heat exchanger 24, 26, 28, 29. This internal channel is preferably oriented parallel to the longitudinal direction X so that the upstream end 40a is oriented towards the front of the vehicle 10 opposite the cooling bay 18 and so that the downstream end 40b is oriented towards the rear of the vehicle 10. On the figure 2 , the cooling module 22 comprises four heat exchangers 24, 26, 28 and 29 grouped within a set of heat exchangers 23. It could however comprise more or fewer depending on the desired configuration.

[0027] A first heat exchanger 24 may for example be configured to release heat energy from the air flow F. This first heat exchanger 24 may more particularly be a condenser connected to a cooling circuit (not shown), for example in order to cool the batteries of the vehicle 10. This cooling circuit may for example be an air conditioning circuit capable of cooling the batteries as well as an internal air flow intended for the passenger compartment of the motor vehicle.

[0028] A second heat exchanger 26 may also be configured to release heat energy into the air flow F. This second heat exchanger 26 may more particularly be a radiator connected to a thermal management circuit (not shown) of electrical elements such as the electric motor 12.

[0029] The first heat exchanger 24 generally being a condenser of an air conditioning circuit, the latter needs the air flow F to be as “cool” as possible in air conditioning mode. For this, the second heat exchanger 26 is preferably arranged downstream of the first heat exchanger 24 in the longitudinal direction X of the cooling module 22. It is nevertheless entirely possible to imagine that the second heat exchanger 26 is arranged upstream of the first heat exchanger 24.

[0030] The third heat exchanger 28 may also be configured to release heat energy into the air flow. This third heat exchanger 28 may more particularly be a radiator connected to a thermal management circuit (not shown), which may be separate from that connected to the second heat exchanger 26, for electrical elements such as power electronics. It is also entirely possible to imagine that the second 26 and the third 28 heat exchanger are connected to the same thermal management circuit, for example connected in parallel with each other.

[0031] The fourth exchanger 29 is arranged here on the same plane as the third exchanger 28, more precisely below the latter. This fourth heat exchanger 29 can in particular be connected to the same cooling circuit as the first heat exchanger 24 and have a subcooling function.

[0032] In the example shown in figure 2 , the heat exchanger assembly 23 also comprises a dehydrating bottle 25 arranged on the same plane as the third 28 and fourth 29 heat exchanger. This dehydrating bottle 25 can in particular also be connected to the same cooling circuit as the first heat exchanger 24.

[0033] Still according to the example illustrated in the figure 2 , the second heat exchanger 26 is arranged downstream of the first heat exchanger 24 while the third heat exchanger 28 is arranged upstream of the first heat exchanger 24. Other configurations may nevertheless be envisaged, such as for example the second 26 and third 28 heat exchangers both arranged downstream or upstream of the first heat exchanger 24.

[0034] In the illustrated embodiment, each of the heat exchangers 24, 26, 28, 29 has a general parallelepiped shape determined by a length, a thickness and a height. The length extends along the Y direction, the thickness along the X direction and the height in the Z direction. The heat exchangers 24, 26, 28, 29 then extend along a general plane parallel to the vertical direction Z and the lateral direction Y. This general plane is preferably perpendicular to the longitudinal direction X of the cooling module 22.

[0035] The cooling module 22 also comprises a first collector housing 41 arranged downstream of the heat exchanger assembly 23 in the direction of circulation of the air flow. This first collector housing 41 is also visible in more detail in the figure 3 The first collector housing 41 comprises an outlet 45 for the air flow F. This first collector housing 41 thus makes it possible to recover the air flow F passing through the set of heat exchangers 23 and to direct this air flow F towards the outlet 45. The first collector housing 41 may be made of the same material as the fairing 40 or may be an added part fixed to the downstream end 40b of said fairing 40.

[0036] As illustrated in the figure 2 , the cooling module 22 may also comprise a second collector housing 42 arranged upstream of the fairing 40 and the heat exchanger assembly 23, opposite the first collector housing 41. This second collector housing 42 comprises an inlet 42a for the air flow F coming from outside the vehicle 10. The inlet 42a may in particular be arranged opposite the cooling bay 18. This inlet 42a may also comprise the protective grille 20 (see figure 1 ). The second collector housing 42 may be made of the same material as the fairing 40 or may be an added part fixed to the upstream end 40a of said fairing 40.

[0037] The cooling module 22, more precisely the first collector housing 41, also comprises at least one tangential fan, also called a tangential turbomachine 30, configured so as to generate the air flow F passing through the set of heat exchangers 23. The tangential turbomachine 30 comprises a rotor or turbine 32 (or tangential propeller). The turbine 32 has a substantially cylindrical shape. The turbine 32 advantageously comprises several stages of blades 320 (visible on the figure 9 ). The turbine 32 is rotatably mounted around an axis of rotation, for example parallel to the Y direction as illustrated in the figures 2 And 3 The diameter of the turbine 32 is for example between 35 mm and 200 mm to limit its size. The turbomachine 30 is thus compact.

[0038] The tangential turbomachine 30 may also include an engine 31 (visible on the figures 5 et 6 ) configured to rotate the turbine 32. The motor 31 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 tangential turbomachine 30.

[0039] The tangential turbomachine 30 is arranged in the first collector housing 41. The tangential turbomachine 30 is configured to suck in air in order to generate the air flow F passing through the set of heat exchangers 23. The tangential turbomachine 30 more precisely comprises a volute 44, formed by the first collector housing 41 and in the center of which the turbine 32 is arranged. The air discharge from the volute 44 corresponds to the outlet 45 of the air flow F from the first collector housing 41.

[0040] In the example illustrated in figures 2 And 3 , the tangential turbomachine 30 is in a high position, in particular in the upper third of the first collector housing 41, preferably in the upper quarter of the first collector housing 41. This makes it possible in particular to protect the tangential turbomachine 30 in the event of submersion and / or to limit the size of the cooling module 22 in its lower part. In this case, the outlet 45 of the air flow F is preferably oriented towards the lower part of the cooling module 22.

[0041] By upper and lower, we mean here an orientation according to the Z direction. A so-called upper element will be closer to the roof of the vehicle 10 and a so-called lower element will be closer to the ground.

[0042] In order to guide the air leaving the heat exchanger assembly 23 towards the outlet 45, the first collector housing 41 comprises, arranged opposite the downstream end 40b of the fairing 40, a guide wall 46 for the air flow F towards the outlet 45.

[0043] The cooling module 22 and more precisely the first housing 41 also comprises at least one deflector grid 50 arranged at the outlet 45 of the volute 44. This deflector grid 50 extends an external edge 450 of the outlet 45 and extends on an inclined plane oriented towards the guide wall 46. The external edge 450 of the outlet 45 corresponds more precisely to the edge of the external wall of the volute 44. The deflector grid 50 comprises a series of blades 51 superimposed and each extending along a transverse axis Y perpendicular to the longitudinal direction X of the cooling module 22.

[0044] The at least one deflector grid 50 may more particularly be an added part fixed on the one hand to the external edge 450 of the outlet 45 and on the other hand bearing on the separating wall 46 by means of bearing walls. The deflector grid 50 may be made of plastic material. As illustrated in figure 3 , the at least one deflector grille 50 may in particular extend directly above the outlet 45 over a distance at least equal to the depth P of said outlet 45. Thus, the entire air flow F coming from the outlet 45 passes through the at least one deflector grille 50. In addition, due to the inclination of the guide wall 46 and that of the at least one deflector grille 50, there remains a space to allow the flaps 460 of the guide wall 46 to open.

[0045] As shown in the figure 4 , a deflector grid 50 may comprise at least two compartments 501, 502, juxtaposed. Each compartment 501, 502, comprises a series of superimposed blades 51 and these compartments 501, 502, are separated by a separating wall 52. This separating wall 52 connects the superimposed blades 51 of each compartment 501, 502 to each other. The separating walls 52 extend more particularly along a plane perpendicular to the blades 51 and allow the blades 51 to remain straight and not to bend under their own weight. In order to allow good circulation of the air flow F, the gap E between the transverse axes Y of two adjacent blades 51 may in particular be between 5 and 20 mm. Preferably, this gap E may be 12 mm.

[0046] The blades 51 are rotatable about their transverse axis Y between an open position (illustrated in figures 2 à 4 ) and a shutter position (illustrated in figure 5 ).

[0047] In the open position, the air flow F can pass through the at least one deflector grille 50. The blades 51 are in particular configured to deflect the air flow F and move it away from the guide wall 46. In the open position, the deflector wall 50 thus makes it possible to deflect and direct the air flow F coming from the outlet 45 and to direct it towards an area which, for example, does not have any obstacle which could disrupt the circulation and evacuation of the air flow F. The blades can in particular have a variable opening angle making it possible to guide the air flow F as required, in particular in order to bypass any obstacles within the motor vehicle 10 and thus allow good evacuation of the air flow F.

[0048] In the closed position, the blades 51 are inclined so that the air flow F cannot pass through the deflector grille 50. More precisely and as illustrated in figure 5 , in the closed position the blades 51 are in contact with each other so as to form a surface for stopping the air flow F. In order to ensure sealing in the closed position, the blades 51 may comprise sealing joints (not shown) at the level of their area of ​​contact with each other.

[0049] Still in the closed position, the blade 51 furthest from the outer edge 450 may in particular be in contact with the adjacent blade 51 by a first of its edges and in contact with the separating wall 46 by a second of its edges, opposite the first. This makes it possible in particular to completely block the air flow F and thus block the space allowing the flaps 460 of the guide wall 46 to open.

[0050] In order to set the blades 51 in motion, the deflector grille 50 may in particular comprise an actuator and a device for transmitting the rotation (not shown) from the actuator to the blades 51. This transmission device may for example comprise a lever and a connecting rod in order to simultaneously pivot the blades 51. The actuator may for example be an electric motor or a manual mechanism in order to orient the blades 51 during the assembly of the cooling module 22.

[0051] The presence of this deflector grille 50 and in particular the fact that it has a closing position, allows blocking of the air flow F. Thus, it is not necessary for the vehicle 10 or more precisely the second manifold housing 42 of the cooling module 22 to have a front face closing device. The air flow F will then not be blocked upstream of the cooling module 22 but downstream of the latter. The cooling module 22 is therefore more compact because it does not require a front face closing device and can also be lighter.

[0052] The blades 51 of each compartment 501, 502 may in particular be movable in rotation independently from one compartment 501, 502 to another. Each compartment 501, 502 then comprises an actuator and a dedicated transmission device. This thus makes it possible to precisely direct the air flow F in order to avoid possible obstacles within the motor vehicle 10.

[0053] The separating walls 52 can also be movable in order to precisely orient the air flow F. The separating walls 52 can more particularly be movable around an axis of rotation R perpendicular to the transverse axis Y of the blades 51. The orientation of the air flow F will then be laterally thanks to these separating walls 52 while the orientation of the air flow F will be vertically thanks to the blades 52.

[0054] As shown in the figure 6 , the at least one deflecting wall 50, 50' can cover the entire width L of the outlet 45 of the cooling module 22. In the example illustrated in figure 6 , the first collector housing 41 comprises two deflector grids 50 and 50' arranged at the outlet 45 of the volute 44. These two deflector grids 50, 50' are arranged next to each other so as to cover the entire width L of the outlet 45.

[0055] According to a variant illustrated in the figure 7 , the outlet 45 of the cooling module 22 may comprise at least one zone devoid of at least one deflector grid 50, 50'. In the example illustrated in figure 7 , the first collector housing 41 comprises two deflector grids 50 and 50' arranged at the outlet 45 of the volute 44. These two deflector grids 50, 50' are arranged next to each other but they each comprise a zone devoid of blades 51. The zone devoid of at least one deflector grid 50 of the outlet 45 may in particular comprise a blocking wall 510, 510' extending along the same plane as the at least one deflector grid 50, 50'. This zone without a deflector grille 50, 50' allows compartmentalized management of the air flow F with a deviation of the latter at the level of at least one deflector grille 50, 50' and a free evacuation at the level of the zone without a deflector grille 50, 50' or a blocking of the air flow if this zone comprises a blocking wall 510, 510'.

[0056] As shown in the figure 8 , the blades 51 of the at least one deflector grille 50 may in particular have a curved section with a first concave wall 51a facing the outlet 45 and a second convex wall 51b opposite the outlet 45. More precisely, the blades 51 may comprise a leading edge 55a by which the air flow F is intended to arrive against said blade 51 and a trailing edge 55b by which the air flow F is intended to be ejected from said blade 51. The thickness of the section of the blade 51 at the level of said leading edges 55a and trailing edges 55b may be less than the central thickness of the section of the blade 51. This drop-shaped shape of the section of the blade 51 allows good flow of the air flow F and good deflection of the latter while limiting pressure losses.

[0057] As shown by the figures 8 et 9, there is a particular relationship between the shape of the blades 320 of the turbine 32 and the blades 51 of the deflector grille 50. More particularly, the angle α1 between the tangent T1 at the leading edge 55a of the blades 51 of the at least one deflector grille 50 and the speed vector V of the air flow F is equal to the angle α2 between the tangent T1' at the trailing edge of the blades 51 of the turbine 32 and the speed vector V of the air flow F at the outlet of said turbine 32. The speed vector V corresponds here to the speed vector of the air flow F when it passes respectively through the at least one deflector grille 50 and the turbine 32. This relationship allows in particular the air flow F to circulate better, in particular by limiting the pressure losses.

[0058] Thus, it is clearly seen that with the addition of at least one deflector grille 50, it is possible to orient the air flow F at the outlet 45 as required for better circulation of said air flow F. This makes it possible to overcome any obstacles present in the compartment intended to accommodate the cooling module 22. In addition, the fact that the blades 51 of the at least one deflector grille 50 are movable in a closing position makes it possible to avoid the need for a front face closing device to block the air flow F. The cooling module 22 can thus maintain a restricted size and weight to fit within the motor vehicle.

Claims

1. Cooling module (22) for an electric or hybrid motor vehicle (10), said cooling module (22) being intended to have an airflow (F) passing through it and comprising: - a fairing (40) forming an internal channel through which the airflow (F) passes between an upstream end (40a) and a downstream end (40b) opposite each other, said fairing (40) comprising at least one heat exchanger (24, 26, 28, 29), - a first collector housing (41) arranged downstream of the fairing (40) in a longitudinal direction (X) of the cooling module (22) from the front to the rear of said cooling module (22), said first collector housing (41) comprising a guide wall (46) facing the heat exchanger downstream of the fairing, said guide wall (46) being intended to guide the airflow (F) towards a tangential turbomachine (30) configured so as to generate said airflow (F), said tangential turbomachine (30) comprising a volute (44) comprising an outlet (45) for the airflow (F), characterized in that it comprises at least one deflector grille (50) arranged at the outlet (45) of the volute (44), said deflector grille (50) extending an outer edge (450) of the outlet (45) and extending on an inclined plane oriented towards the guide wall (46), said deflector grille (50) comprising a series of superimposed blades (51) each extending along a transverse axis (Y) perpendicular to the longitudinal direction (X) of the cooling module (22), said blades (51) being rotatable about their transverse axis (Y) between a closed position and an open position.

2. Cooling module (22) according to Claim 1, characterized in that, in the closed position, the blades (51) are in contact with each other to form a stop surface for the airflow (F).

3. Cooling module (22) according to either one of the preceding claims, characterized in that the blade (51) furthest away from the outer edge (450) is, in the closed position, both in contact with the adjacent blade (51) by a first of its edges and in contact with the separating wall (46) by a second of its edges, opposite the first.

4. Cooling module (22) according to any one of the preceding claims, characterized in that the deflector grille (50) comprises at least two compartments (501, 502), arranged side by side, each compartment (501, 502) comprising a series of superimposed blades (51), the compartments (501, 502) being separated by a separating wall (52) connecting the superimposed blades (51) of each compartment (501, 502) to each other.

5. Cooling module (22) according to the preceding claim, characterized in that the blades (51) of each compartment (501, 502) are independently rotatable from one compartment (501, 502) to another.

6. Cooling module (22) according to the preceding claim, characterized in that the separating walls (52) are movable about an axis of rotation (R) perpendicular to the transverse axis (Y) of the blades (51).

7. Cooling module (22) according to any one of Claims 1 to 6, characterized in that the entire width (L) of the outlet (45) of the cooling module (22) is covered by at least one deflector grille (50).

8. Cooling module (22) according to any one of the preceding claims, characterized in that the blades (51) of the at least one deflector grille (50) have a curved cross section with a first concave wall (51a) facing the outlet (45) and a second convex wall (51b) facing away from the outlet (45).

9. Cooling module (22) according to the preceding claim, characterized in that the blades (51) comprise a leading edge (55a) by way of which the airflow (F) is intended to impinge against said blade (51), a trailing edge (55b) by way of which the airflow (F) is intended to be ejected by said blade (51), the thickness of the cross section of the blade (51) at said leading (55a) and trailing (55b) edges being less than the central thickness of the cross section of the blade (51).

10. Cooling module (22) according to the preceding claim, characterized in that, in the open position, the angle (α1) between the tangent (T1) to the leading edge (55a) of the blades (51) of the at least one deflector grille (50) and the velocity vector (V) of the airflow (F) is equal to the angle (α2) between the tangent (T1') to the trailing edge of the blades of the turbine (32) and the velocity vector (V) of the airflow (F) leaving said turbine (32).