Heat exchange device for a motor vehicle

Abstract

The invention relates to a heat exchange device (10) for a motor vehicle (1), the device being characterised in that it comprises a first heat exchange means (11) for at least a first member of the vehicle and a second heat exchange means (12) for at least a second member of the vehicle, the first heat exchange means (11) comprising at least a first air intake (110) and first hinged flaps (111 to 116) which are hinged between a closed position of the first air intake and an open position, the second heat exchange means comprising at least a second air intake (120) and second hinged flaps (121, 122) which are hinged between a closed position of the second air intake and an open position, the first and second hinged flaps being controlled independently via at least one actuator in association with at least one computer according to different predefined operational configurations of the vehicle.

Description

[0001] TITLE: Heat exchange device for motor vehicle Technical field of the invention

[0002] The invention relates to a heat exchange device for a motor vehicle. The invention also relates to an arrangement of a front part of a motor vehicle. The invention further relates to a method implementing the heat exchange device.

[0003] State of the prior art

[0004] Motor vehicles are equipped with cooling systems for cooling various parts of the vehicle, including cooling a vehicle's powertrain. A cooling system generally comprises a circuit in which a heat transfer fluid circulates. The heat transfer fluid heats up upon contact with the vehicle's parts and cools down by passing through a heat exchanger, also called a radiator. The heat exchanger generally comprises a body provided with channels in which the heat transfer fluid circulates. The heat exchanger is positioned so that an air flow passes through it. In particular, the heat exchanger may be positioned at the front of the vehicle in order to receive an air flow circulating through an opening in the front bumper when the vehicle moves forward. Such an opening may be made in the central part of a front part of the vehicle, in particular at the level of the front bumper.

[0005] According to another architecture, the heat exchanger is located on one lateral side of the vehicle, in particular in front of a wheel arch. In this case, the opening can be positioned laterally to the front part of the vehicle. Very often, such an architecture includes by symmetry another heat exchanger arranged on the other side of the vehicle. A vehicle can also include several heat exchangers which are respectively intended for cooling the oil used to lubricate components of the vehicle, for cooling the water or at least a water-based heat transfer fluid used to cool the components of the powertrain, for cooling a refrigerant circulating in an air conditioning circuit, or for cooling a charge air in the case of a powertrain comprising a combustion engine.

[0006] It is known that vehicles equipped with an electric powertrain have a need to optimize the vehicle's range, which requires optimization of energy efficiency based on general optimization of aerodynamics, particularly in order to reduce aerodynamic drag. This requires optimization of the vehicle's thermal management in order to meet this new requirement.

[0007] There is also a known need to optimize brake cooling, in particular by adding an air collector duct, bringing the air taken from at least one other opening in the front bumper of the vehicle, towards the wheel, in particular towards the brake disc.

[0008] The disadvantage of increasing the air intakes at the front of the vehicle is that it increases the aerodynamic drag of the vehicle, which increases the energy consumption of the vehicle to be moved.

[0009] To reduce aerodynamic drag depending on vehicle operating conditions, it is known to integrate controlled flaps upstream of the cooling module. Their activation is generally carried out on the basis of a thermal management need, but this is generally more curative than preventive and is not traditionally associated with a predictive model concerning future use.

[0010] Such a situation is no longer acceptable.

[0011] Presentation of the invention

[0012] The aim of the invention is to provide a heat exchange device for a motor vehicle, which comprises a first means of heat exchange of at least one first component of the vehicle, in particular a heat exchanger between a fluid and the ambient air, a second means of heat exchange of at least one second component of the vehicle, in particular a braking system, the first heat exchange means comprises at least one first air intake and first flaps articulated between a closed position of the first air intake and an open position, said second heat exchange means comprises at least one second air intake and second flaps articulated between a closed position of the second air intake and an open position, said first and second articulated flaps being controlled independently by means of at least one actuator in relation to at least one computer,according to different predefined vehicle operating configurations.,

[0013] According to the invention, the device may comprise the following features taken separately or in combination with each other.

[0014] The operating configurations allowing the computer to control at least one of the first and second flaps according to different opening positions are defined according to a need to reduce aerodynamic drag and / or a need to cool at least one first component of the vehicle to be cooled and / or a need for air conditioning and / or a need to cool at least one second component to be cooled and / or according to a need for thermal safety.

[0015] A first configuration takes into consideration the needs for reducing aerodynamic drag as long as the vehicle's travel speed is lower than a first speed threshold, in particular a speed lower than 70 km / h, such that the first and second flaps are in the state of closing the first and second airflow air intakes.

[0016] A second configuration takes into account the needs for reducing aerodynamic drag and air conditioning, as long as the vehicle's travel speed is greater than a second speed threshold, in particular a speed greater than 80 km / h, such that only at least one of the first flaps is in the state of opening the first air intake.

[0017] A third configuration takes into consideration the needs for reducing aerodynamic drag, air conditioning and cooling of at least one second component to be cooled, when the temperature of the braking system exceeds a temperature threshold, or when the braking system exceeds a braking capacity threshold, in particular a threshold of 50% of the maximum braking capacity of the vehicle, such that at least one of the second flaps is in the open state of the second air intake. A fourth configuration takes into consideration the need for cooling of at least one of the first components to be cooled when the temperature of the coolant of the powertrain of the vehicle is higher than a temperature threshold, in particular a temperature higher than 60°C, such that all of the first flaps are in the open state, in particular partially.

[0018] A fifth configuration takes into consideration the cooling requirements of the first and second components to be cooled when the operating mode selected by a user is a “sport” mode, such that all of the first and second flaps are in the maximum open state of the first and second air intakes.

[0019] The invention also relates to an arrangement of a front part of a vehicle comprising a front shield, at least one heat exchanger, a braking system comprising at least one brake disc and a heat exchange device comprising the above-mentioned characteristics, according to which at least one of the first flaps and / or at least one of the second flaps is arranged to be movable in rotation about a substantially vertical axis of the vehicle, such that a first or second flap in the closed position is arranged flush with the outer skin of the front shield.

[0020] The arrangement is characterized by at least one of the first flaps being adjacent to at least one of the second flaps such that in the closed position, the first and second flaps are mutually arranged flush.

[0021] The invention relates to a vehicle of the automobile type, in particular a vehicle comprising several operating configurations, in particular a "normal" mode, an "economic" mode, a "sport" mode, the vehicle comprising an aforementioned heat exchange device, or an arrangement as previously described, such that at least one computer for controlling the first and second flaps is intended to take into consideration the selected operating mode, the speed of movement of the vehicle, the need for reducing aerodynamic drag, the need for cooling of at least one of the first members to be cooled of the vehicle, the need for air conditioning, the need for cooling of at least one of the second members to be cooled and / or the need for thermal safety.

[0022] Presentation of figures

[0023] These objects, characteristics and advantages of the present invention will be explained in detail in the following description of a particular embodiment made without limitation in relation to the attached figures among which:

[0024] [FIG.1] is a schematic view of a motor vehicle according to one embodiment of the invention.

[0025] [FIG.2] is a schematic view of the elements constituting a heat exchange device according to one embodiment of the invention.

[0026] [FIG.3] is an illustration of the method implementing the cooling device of the invention.

[0027] [FIG.4] is a view showing various configurations of the cooling device.

[0028] Detailed description

[0029] Figure 1 schematically illustrates a motor vehicle 1 equipped with a heat exchange device 10 according to one embodiment of the invention. The vehicle 1 can be of any type. In particular, it can be, for example, a private vehicle, a utility vehicle, a truck or a bus. The heat exchange device 10 comprises a first heat exchange means 11 and a second heat exchange means 12, independent of said first heat exchange means 11.

[0030] The first heat exchange means 11 is intended for the heat exchange between the ambient air and a heat transfer fluid which circulates in a cooling circuit in which is arranged at least one first member to be cooled, such as a propulsion element of the vehicle, in particular a powertrain comprising for example an electric motor, or even an electric battery for storing traction energy as well as the on-board electrical energy management devices. Said first heat exchange means 11 may comprise a radiator type exchanger through which the heat transfer fluid passes so that a heat exchange with the ambient air allows cooling of the heat transfer fluid.

[0031] The first heat exchange means 11 may also be intended for heat exchange between the ambient air and a refrigerant fluid which is capable of circulating in an air conditioning circuit. The latter comprises a front face heat exchanger, in particular an exchanger of the type of an air conditioning circuit condenser or a reversible exchanger of the type of a condenser / evaporator of a heat pump.

[0032] According to one embodiment, the radiator is arranged at a front central compartment, in particular the engine compartment. The condenser is assembled to the radiator in a stack of one behind the other in a module in order to form the first heat exchange means.

[0033] According to an alternative embodiment, a thermal system may comprise two radiators and / or two condensers and be split into two such that a first module consisting of a left radiator and / or a left condenser is arranged in front of a left wheel arch of the vehicle and a second module consisting of a right radiator and / or a right condenser is arranged in front of a right wheel arch. The condenser may also be separate from the radiator in the sense that it may be arranged near a central air intake opening for example into the front compartment, while the radiators are arranged respectively on each side of the vehicle, in front of left and right wheel arches.

[0034] More generally, the first heat exchange means 11 is intended for the thermal management of at least one heat transfer and / or refrigerant fluid.

[0035] The second heat exchange means 12 is intended to carry out a heat exchange with a braking system. To do this, it comprises at least one air intake made at the level of the front shield 2 in order to take air intended for the discs of the braking system via at least one dedicated pipe. In Figure 1, the shield 2 comprises a left air intake for supplying air to the braking system arranged at the level of the left front wheel arch, as well as a right air intake for supplying air to the braking system arranged at the level of the right front wheel arch.

[0036] The vehicle 1 of Figure 1 is shown from the front three-quarters so that the front shield 2 is made visible by extending transversely. The shield 2 comprises the first and second heat exchange means 11, 12, which are arranged substantially symmetrically with respect to a median plane with vertical and longitudinal axes.

[0037] Said first and second heat exchange means 11 and 12 respectively comprise at least one air intake 110, 120 produced at the level of the front shield 2. Each air intake 110, 120 is closed by at least one first flap 111 to 116, or a second flap 121, 122. Each of the first and second flaps is articulated for rotation about a vertical axis, independently so that each of the flaps is associated with an articulation means, in particular a geared motor capable of being controlled by at least one computer 20, 30, 40.

[0038] According to an alternative embodiment, all of the shutters are connected to a drive device comprising a single geared motor connected to the shutters by a connecting rod system.

[0039] The first and second flaps 111 to 116, 121 and 122 are arranged in front of each of the air intakes which are made at the level of the shield 2, centrally or laterally. In the closed position, the flaps are preferably arranged flush with the shield 2 so that they extend the shield at the level of the air intake in order to mask the air intake. The front shield thus forms a frame on which the flaps are assembled directly. For these assembly reasons, a flap module can be attached against the inner face of the front shield. In this case, the flaps are slightly set back from the opening of the shield. Preferably the flap is made in the same color as the shield so that in the closed position of all the flaps, the air intakes are made invisible.Each flap has a substantially rectangular profile with a vertical axis in the sense that once assembled to the shield, the flap has a height greater than its width. The front face of the flap may be flat or have a geometry extending that of the shield so that each of the flaps in the closed position blends into the appearance geometry of the shield. Each flap may also be made in a more complex shape, that is to say it may have cells, but also curved parts thus contributing to the aesthetics of the front face of the vehicle.

[0040] The number of first and second flaps varies depending on the geometry of the air intakes connecting the shield to the components in heat exchange with the air via air circulation via first and second air channels.

[0041] Each air duct is intended to connect the air intake with the component to be cooled by air circulation in the duct when at least one shutter is in the open position.

[0042] In the following, opening of a shutter means a position of the shutter which is different from the closed position, in the sense that there may be a number of openings between a partial opening and a total opening of the shutter.

[0043] In Figure 1, the first air intake 110 is in fluid connection with the first air channel which is capable of conveying ambient air to the heat exchangers when at least one of the first flaps 111 to 116 is in the open state. Here the number of first flaps is given by way of example. The second air intake 120 is in fluid connection with the second air channel which is capable of conveying ambient air to the braking system when at least one of the second flaps 121, 122 is in the open state.

[0044] Figure 2 shows a block diagram of the components of the heat exchange device 10 of the vehicle 1. In order to control the first and second flaps 111 to 116 and 12, the heat exchange device 10 comprises modules 21 to 24 for identifying heat exchange requirements.

[0045] A first module 21 is dedicated to identifying a need to reduce the aerodynamic drag of the vehicle. The first module 21 makes it possible to express a value as a percentage, for example between 0 and 100%, by applying a predefined table of data associating the vehicle's travel speed with a value of the need to reduce the aerodynamic drag.

[0046] A second module 22 is dedicated to identifying a need for heat exchange between the air and the first component. The second module 22 makes it possible to express a value as a percentage, for example between 0 and 100%, by applying a direct measurement of the temperature of the refrigerant fluid or by applying a predefined table of data associating a value of the need for heat exchange between the air and the first component with an operating state of the air conditioning system. The operating state of the system can be defined by a pressure of the refrigerant fluid circulating in the air conditioning circuit of the vehicle.

[0047] A third module 23 is dedicated to identifying another need for heat exchange between the air and the first member. The third module 23 makes it possible to express a value as a percentage, for example between 0 and 100%, by applying a direct measurement of the temperature of the heat transfer fluid or by applying a predefined table of data associating a value of the need for heat exchange between the air and the first member with an operating state of the powertrain.

[0048] The first member to be cooled may be a cooling case which comprises a stack of heat exchangers, such as a radiator and a reversible exchanger of the evaporator-condenser type. The vehicle may comprise first members to be cooled arranged laterally. Such an architecture corresponds to an embodiment which is illustrated in FIG. 1, according to which the air intakes for the braking system are arranged laterally on the outside relative to an axis transverse to the vehicle, air intakes for the cooling case which are centered relative to a longitudinal axis, transversely median to the vehicle.

[0049] According to an alternative embodiment, the first member to be cooled may be a thermal module comprising at least one radiator and at least one condenser separated from one another or from one another.

[0050] A fourth module 24 is dedicated to identifying a need for heat exchange between the air and the second member. The fourth module 24 makes it possible to express a value as a percentage, for example between 0 and 100%, by applying a direct or predictive measurement of the temperature of the brake discs or by applying a predefined table of data associating with a value of the need for heat exchange between the air and the second member, a temperature of the discs of the braking system of the vehicle estimated according to certain operating parameters of the vehicle, such as for example the hydraulic pressure of the fluid circulating in the circuit of the braking system and / or the speed of the vehicle.

[0051] The fifth module 25 is dedicated to identifying a thermal safety requirement. The fifth module 25 makes it possible to express a binary value 0 or 1, for example, according to a data table which takes into account the selection of a vehicle driving configuration, chosen from several, such as normal, economical, sport, and / or circuit, and / or a critical alert temperature of the heat transfer fluid or the brake discs. It makes it possible to predictively manage a request for the functional components of the vehicle to be cooled according to the selected operating mode, such that the requirement is either minimal, in particular of value 0, when the vehicle driving configuration is selected in “normal” or “economic” mode, or maximum, in particular of value 1, when the vehicle driving configuration is selected in “sport” or “circuit” mode.It also allows the heat exchange device 10 to curatively manage excessive stress on the functional components of the vehicle to be cooled regardless of the operating mode of the vehicle selected, as soon as a temperature threshold of the heat transfer fluid or the discs of the braking system is exceeded.

[0052] The following will detail the process of implementing the heat exchange device as illustrated by the algorithm in Figure 3.

[0053] Step E1 is allocated to a step of collecting all the heat exchange needs of the first and second members, the need for reducing aerodynamic drag respectively provided by the modules 22, 23, 24 and 21 to the first computer 20, and a predefined vehicle running configuration selected by the user from among vehicle operating modes, such as for example the “normal”, “economic”, “sport”, “circuit” modes. Step E2 is a step of bypassing the thermal regulation steps which takes into account a thermal safety need such as it can be provided by the fifth module 25. In the absence of such a need, the next step is step E3, otherwise it is step E5 which will be detailed later.

[0054] Step E3 is a consumption evaluation step which takes into consideration the needs collected in step E1, but also vehicle parameters, such as the speed of movement, the position of the first and second flaps 11, 12, a law associated with aerodynamic drag, a law associated with the watering speed of the first member, a law associated with forced cooling. The road law is predetermined by a coefficient allocated to the road typology, which is defined by means of a means of identifying the position of the vehicle, such as for example by a satellite guidance device on board the vehicle. Forced cooling is obtained by means of generating a forced air flow, in this sense it involves actuating a motor-fan 50 whose control can be carried out by power modulation. Such a motor-fan 50 can be included in a cooling case, at least in a cooling module.Step E3 is carried out by a second calculator 30 dedicated to evaluating consumption.

[0055] Step E4 is an arbitration step taking into account the control data established by the heat exchange requirements of the first and second members, the need for reduction of aerodynamic drag and the evaluation of consumption which are provided by the computers 20 and 30 thus making it possible to establish the control of the first and second flaps 11, 12 and / or the forced cooling. According to an alternative embodiment, a single computer can identify the need for reduction of aerodynamic drag and the evaluation of consumption.

[0056] Step E5 is a control step carried out according to the instructions given by the arbitration and the thermal safety requirement. This step makes it possible to control each of the actuators associated with the controlled flaps 111, 112, 113, 114, 115, 116, 121, 122 as well as the motor-fan 50. The thermal safety requirement takes priority over the assembly of heat exchange requirements which have an influence on the control of the actuators of the first and second flaps 11, 12 and / or the motor-fan 50. In a situation of thermal safety requirement, the assembly of the first and second flaps 11, 12 are controlled according to a maximum opening of the air inlet intakes 110, 120.

[0057] Figure 4 shows different configurations of the heat exchange device in application of the above-mentioned method.

[0058] According to a first configuration M1, said first and second flaps 11, 12 are in the position of closing the air intakes 110, 120 so as not to obtain air circulation through the conduits 130 and 140 intended respectively for a heat exchange between the air and either at least one first member 3, or at least one second member 4. In FIG. 4, the vehicle comprises two first members 3, that is to say a radiator 31 and a condenser 32 arranged stacked one in front of the other. The first configuration M1 promotes a reduction in aerodynamic drag since in the closed position, the air bypasses the conduits 130 and 140. Such a configuration is made operational by the device 10 of the invention as long as the temperature of the first and second members 3, 4 is below a first temperature threshold. It can also be operated when the vehicle is stationary.It can be effective when the vehicle speed is less than 70 km / h, for example.

[0059] According to a second configuration M2, a portion of the first flaps 111 to 116 are in the open position, the other first flaps 111 to 116 are in the closed position, as are the second flaps 12. Such a configuration optimizes the reduction of aerodynamic drag, the need for heat exchange between the air and the condenser of the air conditioning system, and the reduction of the vehicle's consumption, in particular by starting the motor-fan 50. Such a configuration is preferably made operational when the vehicle is on a highway with a speed of between 80 km / h and 160 km / h.

[0060] According to a third configuration M3, the operating principle of the second configuration M2 is repeated, to which is added the need for cooling the second members 4, here the brakes of the braking system. Such a configuration is made operational as soon as the temperature or a temperature gradient of the discs exceeds a pre-established threshold value. The need for cooling can also be identified when the braking system is used beyond 50% of its capacity, in a curative situation. The third configuration can also take into account the speed of the vehicle and the slope of the road, so that in the event of exceeding predefined thresholds, for example respectively 90 km / h and 10%, the opening of at least one of the second flaps 121, 122 is effective.This allows cooling to be anticipated so that the brake discs to be stressed will not reach a temperature higher than the nominal temperature which guarantees optimal operation of the braking system.

[0061] According to a fourth configuration M4, all of the first flaps 111 to 116 are in a partially open position, taken from among several, in order to meet the cooling needs of the first members 3 as soon as the temperature exceeds a predefined value of the nominal operating temperature of the powertrain. For example, the fourth configuration M4 is made operational when the temperature of the heat transfer fluid exceeds 60°C, for example. The fourth configuration M4 can also take into consideration the reduction of consumption by the operation of the motor-fan 50. Such a mixture aims to optimize cooling by reducing the aerodynamic drag due to the partially open position of the first flaps 111 to 116, while satisfying the heat exchange between the air and the first members 3 to be cooled.Such a configuration is made operational when the vehicle is moving at a speed lower than another speed threshold, for example a threshold of 160 km / h. The variable opening angle of the first flaps 111 to 116 can be variable between 20° and 45° for example, depending on the speed of the vehicle, in application of a proportionality law for example.

[0062] Furthermore, the first, second, third and fourth configurations M1, M2, M3 and M4 are obtained when the vehicle operating configuration is selected either in "normal" mode or in "economy" mode.

[0063] According to a fifth configuration M5, the first and second flaps are in the maximum opening position of the first and second air intakes, so that the quantity of air circulating in the ducts 130, 140 is maximized by fully open air intakes 110 and 120. This makes it possible to anticipate a cooling requirement when the operating configuration of the vehicle is selected for a “sport” or “circuit” mode via the vehicle’s human-machine interface. This otherwise makes it possible, when the operating configuration of the vehicle is in “normal” or “economy” mode, to meet a safety requirement for thermal regulation due to a temperature of the first or second components to be cooled exceeding an alert threshold, regardless of the vehicle’s travel speed.

[0064] Without departing from the scope of the invention, the first and second heat exchange means 11, 12 may, for example, comprise a number of first and second flaps of between 1 and 10.

[0065] For example:

[0066] - in Figure 4, the first cooling means 11 comprises six articulated flaps, the second cooling means 12 comprising two articulated flaps.

[0067] - in figure 1, the first cooling means 11 comprises twelve articulated flaps, the second cooling means 12 comprising four articulated flaps.

[0068] Without departing from the scope of the invention, the first and second heat exchange means 11, 12 may comprise flaps articulated for rotation around transverse or inclined axes.

[0069] The articulation of the first and second flaps may be achieved by actuators, each of the actuators being directly connected to a flap. According to an alternative embodiment, a controlled drive device may be used to articulate the first and second flaps. Such a device may comprise a single actuator associated with a controllable gear device.

[0070] In this document, the X axis designates the longitudinal axis of the vehicle 1 . When moving forward and in a straight line, the vehicle moves forward in a direction parallel to its longitudinal axis. The X axis is oriented towards the front of the vehicle, i.e. in the direction of forward travel. The Y axis designates the transverse axis of the vehicle. The Y axis is oriented from left to right, with left and right being defined according to the point of view of a driver of the vehicle 1. The Z axis designates the axis perpendicular to the X axis and the Y axis. The Z axis is a vertical axis when the vehicle is resting on horizontal ground. The Z axis is oriented from bottom to top. The X, Y and Z axes form an orthogonal coordinate system.

Claims

CLAIMS 1. Heat exchange device (10) for a motor vehicle (1), characterized in that it comprises a first heat exchange means (11) of at least one first member (3) of the vehicle, in particular a heat exchanger between a fluid and the ambient air, a second heat exchange means (12) of at least one second member (4) of the vehicle, in particular a braking system, the first heat exchange means (11) comprises at least one first air intake (110) and first articulated flaps (111-116) between a closed position of the first air intake and an open position, said second heat exchange means comprises at least one second air intake (120) and second articulated flaps (121, 122) between a closed position of the second air intake and an open position, said first and second articulated flaps being controlled independently by means of ... second heat exchange means (11) comprises at least one second air intake (120) and second articulated flaps (121, 122) between a closed at least one actuator in relation with at least one calculator (20, 30,40), according to different predefined vehicle operating configurations., 2. Device (10) according to claim 1, characterized in that the operating configurations allowing the computer to control at least one of the first and second flaps according to different opening positions, are defined according to a need to reduce aerodynamic drag and / or a need to cool at least one first member (31, 32) to be cooled of the vehicle and / or a need for air conditioning and / or a need to cool at least one second member (4) to be cooled and / or according to a need for thermal safety.

3. Device (10) according to the preceding claim, characterized in that a first configuration (M1) takes into consideration the needs for reducing aerodynamic drag as long as the speed of movement of the vehicle is lower than a first speed threshold, in particular a speed lower than 70 km / h, such that the first and second shutters are in the state of closing the first and second airflow air intakes (110, 120).

4. Device according to claim 2 or 3, characterized in that a second configuration (M2) takes into account the needs for reducing aerodynamic drag and air conditioning, as long as the speed of movement of the vehicle is greater than a second speed threshold, in particular a speed greater than 80 km / h, such that only at least one of the first flaps is in the open state of the first air intake (110).

5. Device (10) according to one of claims 2 to 4, characterized in that a third configuration (M3) takes into consideration the needs for reduction of aerodynamic drag, air conditioning and cooling of at least one second member (4) to be cooled, as soon as the temperature of the braking system exceeds a temperature threshold, or the braking system exceeds a braking capacity threshold, in particular a threshold of 50% of the maximum braking capacity of the vehicle, such that at least one of the second flaps is in the open state of the second air intake (120).

6. Device according to claim 2 or 5, characterized in that a fourth configuration (M4) takes into consideration the need for cooling of at least one of the first members (31, 32) to be cooled as soon as the temperature of the cooling fluid of the powertrain of the vehicle is higher than a temperature threshold, in particular a temperature higher than 60°C, such that all of the first flaps (111 to 116) are in the open state, in particular partially.

7. Device according to claim 2 or 6, characterized in that a fifth configuration (M5) takes into consideration the cooling needs of the first and second members (31, 32, 4) to be cooled when the operating mode selected by a user is a “sport” or “circuit” mode, such that all of the first and second flaps (111 to 116, 121, 122) are in the state of maximum opening of the first and second air intakes (110, 120).

8. Arrangement of a front part of a vehicle comprising a front shield (2), at least one heat exchanger (31, 32), a braking system comprising at least one brake disc (4) and a heat exchange device (10) comprising the characteristics of at least one of the preceding claims, characterized in that the at least one of the first flaps (111 to 116) and / or the at least one of the second flaps (121, 122) is arranged to be movable in rotation about a substantially vertical axis of the vehicle, such that a first or second flap in the closed position is arranged flush with the outer skin of the front shield (2).

9. Arrangement according to the preceding claim, characterized in that at least one of the first flaps (111 to 116) is adjacent to at least one of the second flaps (121, 122) such that in the closed position, the first and second flaps are mutually arranged flush.

10. Vehicle of the automobile type, in particular a vehicle comprising several operating configurations, in particular a “normal” mode, an “economy” mode, a “sport” mode, a “circuit” mode, characterized in that it comprises a heat exchange device (10) according to any one of claims 1 to 7, or an arrangement according to claim 8 or 9, such that at least one computer (20, 30, 40) for controlling the first and second flaps is intended to take into consideration the selected operating mode, the speed of movement of the vehicle, the need for reducing aerodynamic drag, the need for cooling of at least one of the first members to be cooled of the vehicle, the need for air conditioning, the need for cooling of at least one of the second members to be cooled and / or the need for thermal safety.

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