Heat exchange device for motor vehicles

Abstract

Heat exchange device (10) for a motor vehicle (1), characterized in that it comprises a first heat exchange means (11) for at least a first component of the vehicle, a second heat exchange means (12) for at least a second component of the vehicle, the first heat exchange means (11) comprising at least a first air intake (110) and first hinged flaps (111 to 116) between a closed position of the first air intake and an open position, said second heat exchange means comprising at least a second air intake (120) and second hinged flaps (121, 122) between a closed position of the second air intake and an open position, said first and second hinged flaps being independently controlled by means of at least one actuator in relation to at least one computer, according to different predefined vehicle operating configurations. Figure for the abbreviation: Figure 1

Description

Title of the invention: Heat exchange device for motor vehicles Technical field of the invention

[0001] 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. Prior art

[0002] Motor vehicles are equipped with cooling systems to cool various vehicle components, including the vehicle's powertrain. A cooling system generally comprises a circuit through which a heat transfer fluid circulates. The heat transfer fluid heats up upon contact with the vehicle components and cools down by passing through a heat exchanger, also known as a radiator. The heat exchanger typically consists of a body with channels through which the heat transfer fluid circulates. The heat exchanger is positioned to allow airflow through it. In particular, the heat exchanger may be positioned at the front of the vehicle to receive airflow passing through an opening in the front bumper as the vehicle moves forward. Such an opening may be located in the central part of the front of the vehicle, specifically in the front bumper.

[0003] According to another architecture, the heat exchanger is located on one side of the vehicle, particularly in front of a wheel arch. In this case, the opening can be positioned laterally to the front of the vehicle. Often, such an architecture includes, by symmetry, another heat exchanger located on the other side of the vehicle. A vehicle may also include several heat exchangers, which are respectively intended for cooling the oil used to lubricate vehicle components, for cooling the water or at least a water-based heat transfer fluid used to cool the powertrain components, for cooling a refrigerant circulating in an air conditioning system, or for cooling charge air in the case of a powertrain with an internal combustion engine.

[0004] It is known that vehicles equipped with an electric powertrain require optimization of vehicle range, which necessitates optimization of energy efficiency based on general aerodynamic optimization, particularly to reduce aerodynamic drag. This requires optimization of the thermal management of the vehicle in order to meet this new requirement.

[0005] There is also a known need for optimization of brake cooling, in particular by adding an air manifold, bringing air taken from at least one other opening in the front bumper of the vehicle, towards the wheel, in particular towards the brake disc.

[0006] Increasing the air intakes at the front of the vehicle has the disadvantage of increasing the aerodynamic drag of the vehicle, which increases the energy consumption of the vehicle to be moved.

[0007] 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 based on a thermal management need, but this is usually more reactive than preventative and is not typically associated with a predictive model regarding future use.

[0008] Such a situation is no longer acceptable. Presentation of the invention

[0009] The object of the invention is to provide a heat exchange device for a motor vehicle, which comprises a first heat exchange means for at least a first component of the vehicle, in particular a heat exchanger between a fluid and ambient air, a second heat exchange means for at least a second component of the vehicle, in particular a braking system, the first heat exchange means comprising at least a first air intake and first hinged flaps between a closed position of the first air intake and an open position, said second heat exchange means comprising at least a second air intake and second hinged flaps between a closed position of the second air intake and an open position, said first and second hinged flaps being independently controlled by means of at least one actuator in relation to at least one computer,depending on different predefined vehicle operating configurations.

[0010] According to the invention, the device may comprise the following features taken separately or in combination with each other.

[0011] 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 for reduction of aerodynamic drag and / or a need for cooling of at least one first component to be cooled of the vehicle and / or a need for air conditioning and / or a need for cooling of at least one second component to be cooled and / or according to a need for thermal safety.

[0012] A first configuration takes into account the needs for reducing the aerodynamic drag as long as the vehicle's speed is below a first speed threshold, in particular a speed below 70 km / h, such that the first and second flaps are in the closed state of the first and second airflow intakes.

[0013] A second configuration takes into account the needs for aerodynamic drag reduction and air conditioning, as long as the vehicle's speed is above a second speed threshold, in particular a speed above 80 km / h, such that only at least one of the first flaps is in the open state of the first air intake.

[0014] A third configuration takes into account the requirements 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, so that at least one of the second flaps is in the open state of the second air intake.

[0015] A fourth configuration takes into account the need for cooling of at least one of the first components to be cooled when the temperature of the cooling fluid of the vehicle's powertrain is above a temperature threshold, in particular a temperature above 60°C, such that all of the first flaps are in the open state, in particular partially.

[0016] A fifth configuration takes into account the cooling needs of the first and second components to be cooled when the operating mode selected by a user is a "sport" mode, so that all of the first and second flaps are in the state of maximum opening of the first and second air intakes.

[0017] The invention also relates to an arrangement of a front part of a vehicle comprising a front bumper, at least one heat exchanger, a braking system comprising at least one brake disc and a heat exchange device having the aforementioned characteristics, according to which at least one of the first flaps and / or at least one of the second flaps is arranged movable to rotate 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 bumper.

[0018] 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.

[0019] The invention relates to a vehicle of the automobile type, in particular of a vehicle having several operating configurations, including a "normal" mode, an "economy" mode, a "sport" mode, the vehicle has a heat exchange device as mentioned above, or an arrangement as previously described, such that at least one control computer for the first and second flaps is intended to take into account the selected operating mode, the vehicle's speed of movement, the need for aerodynamic drag reduction, the need for cooling of at least one of the first components to be cooled in the vehicle, the need for air conditioning, the need for cooling of at least one of the second components to be cooled and / or the need for thermal safety. Presentation of the figures

[0020] These objects, features and advantages of the present invention will be described in detail in the following description of a particular embodiment, given by way of non-limiting example, with reference to the accompanying figures, among which: Fig. 1 is a schematic view of a motor vehicle according to one embodiment of the invention. Figure [Fig. 2] is a schematic view of the elements constituting a heat exchange device according to one embodiment of the invention. Figure 3 is an illustration of the process implementing the cooling device of the invention. Figure 4 is a view representing various configurations of the cooling device. Detailed description

[0021] Figure 1 schematically illustrates a motor vehicle 1 equipped with a heat exchange device 10 according to an embodiment of the invention. The vehicle 1 can be of any type. In particular, it can be, for example, a passenger car, a commercial 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.

[0022] The first heat exchange means 11 is intended for heat exchange between ambient air and a heat transfer fluid circulating in a cooling circuit in which at least one first component to be cooled is located, such as a vehicle propulsion element, 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 include a radiator-type heat exchanger through which the heat transfer fluid flows, such that heat exchange with the ambient air allows for cooling of the heat transfer fluid.

[0023] The first heat exchange means 11 can also be intended for heat exchange between ambient air and a refrigerant fluid suitable for circulating in an air conditioning circuit. The latter comprises a front-facing heat exchanger, in particular a condenser-type heat exchanger for an air conditioning circuit or a reversible heat exchanger of the condenser / evaporator type for a heat pump.

[0024] According to one embodiment, the radiator is located in a central front compartment, in particular the engine compartment. The condenser is assembled to the radiator in a stacked, modular fashion to form the first heat exchange medium. According to one embodiment, a thermal system may comprise two radiators and / or two condensers and be split in two such that a first module, consisting of a left-hand radiator and / or a left-hand condenser, is located in front of a left-hand wheel arch of the vehicle, and a second module, consisting of a right-hand radiator and / or a right-hand condenser, is located in front of a right-hand wheel arch. The condenser may also be separate from the radiator, in that it may be located near a central air intake opening, for example, into the front compartment, while the radiators are located on either side of the vehicle, in front of the left and right wheel arches, respectively.

[0025] More generally, the first heat exchange means 11 is intended for the thermal management of at least one heat transfer fluid and / or refrigerant.

[0026] The second heat exchange means 12 is intended for heat exchange with a braking system. To this end, it includes at least one air intake in the front bumper 2 to draw air to the brake discs via at least one dedicated duct. In [Fig. 1], the bumper 2 includes a left air intake to supply air to the braking system located in the left front wheel arch, and a right air intake to supply air to the braking system located in the right front wheel arch.

[0027] Vehicle 1 of [Fig. 1] is shown from a three-quarter front view so that the front shield 2 is 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.

[0028] Said first and second heat exchange means 11 and 12 each comprise at least one air intake 110, 120 located at 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 rotationally articulated about a vertical axis, independently such that each of the flaps is associated with a means of articulation, in particular a geared motor capable of being controlled by at least one computer 20, 30, 40.

[0029] According to one embodiment, all the shutters are connected to a drive device comprising a single geared motor connected to the shutters by a connecting rod system

[0030] The first and second flaps 111 to 116, 121, and 122 are arranged in front of each of the air intakes, which are formed in the bumper 2, either centrally or laterally. In the closed position, the flaps are preferably flush with the bumper 2 so that they extend the bumper at the level of the air intake to conceal it. The front bumper thus forms a frame onto which the flaps are directly mounted. For these assembly reasons, a flap module can be attached to the inner face of the front bumper. In this case, the flaps are slightly recessed from the bumper opening. Preferably, the flap is made in the same color as the bumper so that, when all the flaps are closed, the air intakes are invisible.Each flap has a roughly rectangular profile with a vertical axis, meaning that once assembled to the bumper, the flap is taller than it is wide. The front face of the flap can be flat or have a geometry that extends that of the bumper so that each flap, when closed, blends seamlessly into the bumper's overall appearance. Each flap can also be made in a more complex shape, meaning it can have honeycomb-like structures and curved sections, thus contributing to the aesthetics of the vehicle's front end.

[0031] The number of first and second flaps varies according to the geometry of the air intakes connecting the shield to the components in heat exchange with the air via an air circulation through first and second aerodynamic channels. Each air duct is designed to connect the air intake with the component to be cooled by circulating air in the duct when at least one flap is in the open position.

[0032] In what follows, the opening of a shutter means a position of the shutter which is different from the closed position, in the sense that there can be a number of openings between a partial opening and a total opening of the shutter.

[0033] In [Fig. 1], the first air intake 110 is in fluidic contact with the first air duct, which is capable of conveying ambient air to the heat exchangers when at least one of the first flaps 111 to 116 is open. Here, the number of first flaps is given as an example. The second air intake 120 is in fluidic contact with the second air duct, which is capable of conveying ambient air to the braking system when at least one of the second flaps 121, 122 is open.

[0034] Figure 2 shows a block diagram of the components of the exchange device thermal 10 of vehicle 1. In order to control the first and second flaps 111 to 116 and 12, the heat exchange device 10 includes heat exchange needs identification modules 21 to 24.

[0035] A first module 21 is dedicated to identifying a need to reduce the vehicle's aerodynamic drag. The first module 21 allows a value to be expressed as a percentage, for example between 0 and 100%, by applying a predefined data table associating a value of the aerodynamic drag reduction need with the vehicle's speed.

[0036] A second module 22 is dedicated to identifying the need for heat exchange between the air and the first component. This second module 22 allows a percentage value, for example between 0 and 100%, to be expressed either directly from a measurement of the refrigerant temperature or from a predefined data table that associates a value for the heat exchange requirement 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 the pressure of the refrigerant circulating in the vehicle's air conditioning circuit.

[0037] A third module 23 is dedicated to identifying another heat exchange requirement between the air and the first component. The third module 23 allows a value to be expressed as a percentage, for example between 0 and 100%, based on a direct measurement of the heat transfer fluid temperature or based on a predefined data table associating a value of the heat exchange requirement between the air and the first component with an operating state of the powertrain.

[0038] The first component to be cooled can be a cooling unit comprising a stack of heat exchangers, such as a radiator and a reversible evaporator-condenser type heat exchanger. The vehicle can include first components to be cooled arranged laterally. Such an architecture corresponds to an embodiment illustrated in [Fig. 1], in which the air intakes for the braking system are arranged laterally to the outside with respect to an axis transverse to the vehicle, and the air intakes for the cooling unit are centered with respect to a longitudinal axis, transversely median to the vehicle.

[0039] According to one embodiment, the first component to be cooled can be a thermal module comprising at least one radiator and at least one condenser separated from each other or from each other.

[0040] A fourth module 24 is dedicated to identifying a need for heat exchange between the air and the second component. The fourth module 24 allows a value to be expressed as a percentage, for example between 0 and 100%, based on a direct or predictive measurement of the brake disc temperature or based on a predefined data table associating a value of the heat exchange requirement between the air and the second component, with a temperature of the vehicle's braking system discs estimated according to certain vehicle operating parameters, such as, for example, the hydraulic pressure of the fluid circulating in the braking system circuit and / or the vehicle speed.

[0041] The fifth module 25 is dedicated to identifying a thermal safety requirement. This fifth module 25 allows for the expression of a binary value, for example 0 or 1, based on a data table that takes into account the selection of a vehicle driving configuration, chosen from several options such as normal, economy, sport, and / or track, and / or a critical warning temperature for the heat transfer fluid or brake discs. It enables predictive management of the stress on the vehicle's functional components to be cooled, according to the selected operating mode, such that the requirement is either minimal, in particular with a value of 0, when the vehicle driving configuration is selected in "normal" or "economy" mode, or maximal, in particular with a value of 1, when the vehicle driving configuration is selected in "sport" or "track" mode.It also allows the heat exchange device 10 to manage in a remedial manner excessive stress on the functional components of the vehicle to be cooled, regardless of the vehicle's operating mode selected, as soon as a temperature threshold of the heat transfer fluid or the brake system discs is exceeded.

[0042] The following will detail the implementation process of the heat exchange device as illustrated by the algorithm in [Fig.3].

[0043] Step El is allocated to a collection step of all the heat exchange requirements of the first and second organs, the need for aerodynamic drag reduction respectively provided by modules 22, 23, 24 and 21 to the first computer 20, and a predefined vehicle driving configuration selected by the user from among vehicle operating modes, such as for example "normal", "economy", "sport", "circuit".

[0044] Step E2 is a bypass step of the thermal regulation steps which takes into account a need for thermal security such as 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.

[0045] Step E3 is a consumption evaluation step that takes into account the needs collected in step E1, but also vehicle parameters, such as travel speed, the position of the first and second flaps 11, 12, a law associated with aerodynamic drag, a law associated with the water flow rate of the first component, and a law associated with forced cooling. The road law is predetermined by a coefficient allocated to the road type, which is defined by the by means of identifying the vehicle's position, such as, for example, a satellite guidance system installed in the vehicle. Forced cooling is achieved by generating a forced airflow; in this sense, it involves activating a motor-fan 50, the control of which can be achieved by power modulation. Such a motor-fan 50 can be included in a cooling unit, or at least in a cooling module. Step E3 is carried out by a second computer 30 dedicated to evaluating fuel consumption.

[0046] Step E4 is a decision-making step that takes into account the control data established by the heat exchange requirements of the first and second components, the need to reduce aerodynamic drag, and the fuel consumption assessment provided by the control units 20 and 30, thus enabling the control of the first and second flaps 11, 12 and / or the forced cooling. According to one embodiment, a single control unit can identify the need to reduce aerodynamic drag and assess fuel consumption.

[0047] Step E5 is a control step carried out according to the instructions given by the arbitration and the thermal safety requirement. This step allows each of the actuators associated with the controlled flaps 111, 112, 113, 114, 115, 116, 121, 122, as well as the motor-fan 50, to be controlled. The thermal safety requirement takes precedence over the assembly of heat exchange requirements that influence the control of the actuators of the first and second flaps 11, 12 and / or the motor-fan 50. In a situation requiring thermal safety, the assembly of the first and second flaps 11, 12 are controlled according to a maximum opening of the air inlets 110, 120.

[0048] Figure 4 shows different configurations of the heat exchange device in application of the aforementioned process. According to a first configuration M1, the first and second flaps 11, 12 are in the closed position of the air intakes 110, 120 in order to prevent air circulation through the ducts 130 and 140 intended respectively for heat exchange between the air and either at least one first component 3, or at least one second component 4. In [Fig. 4], the vehicle comprises two first components 3, namely 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 ducts 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 components 3, 4 is below a first temperature threshold. It can also be operational when the vehicle is stationary. It can be operational when the vehicle speed is less than 70 km / h, for example..

[0049] According to a second configuration M2, some of the first flaps 111 to 116 are in the open position, the other first flaps 111 to 116 are in the closed position, just like the second 12 panels. 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 vehicle consumption, in particular by starting the motor-fan 50. Such a configuration is preferentially made operational when the vehicle is on a motorway with a speed between 80km / h and 160km / h.

[0050] According to a third configuration, M3 retains the operating principle of the second configuration, M2, to which is added the need for cooling of the second components 4, in this case the brakes of the braking system. Such a configuration is activated as soon as the temperature or a temperature gradient of the discs exceeds a predetermined threshold value. The need for cooling can also be identified when the braking system is used beyond 50% of its capacity, in a corrective situation. The third configuration can also take into account the vehicle speed and the road gradient, such that in the event of exceeding predefined thresholds, for example, 90 km / h and 10% respectively, at least one of the second flaps 121, 122 is activated.This allows for anticipating the cooling process so that the brake discs under stress will not reach a temperature exceeding the nominal temperature, which guarantees optimal operation of the braking system.

[0051] According to a fourth configuration M4, all of the first flaps 111 to 116 are in a partially open position, selected from several options, to meet the cooling requirements of the first components 3 when the temperature exceeds a predefined value of the powertrain's nominal operating temperature. For example, the fourth configuration M4 is activated when the heat transfer fluid temperature exceeds 60°C. The fourth configuration M4 can also take into account fuel consumption reduction by activating the cooling fan 50. This combination aims to optimize cooling by reducing aerodynamic drag due to the partially open position of the first flaps 111 to 116, while simultaneously ensuring heat exchange between the air and the first components 3 to be cooled.This configuration becomes operational when the vehicle is traveling at a speed below another speed threshold, for example, 160 km / h. The variable opening angle of the first flaps 111 to 116 can vary between 20° and 45°, for example, depending on the vehicle's speed, according to a proportionality law, for example.

[0052] In addition, 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.

[0053] According to a fifth configuration M5, the first and second flaps are in the maximum open position of the first and second air intakes, so that the amount of air circulating in the ducts 130 and 140 is maximized by the fully open air intakes 110 and 120. This allows for anticipating a cooling need when the vehicle's operating configuration is selected for "sport" or "track" mode via the vehicle's human-machine interface. Conversely, when the vehicle's operating configuration is in "normal" or "eco" mode, this allows for responding to a safety requirement for thermal regulation due to the temperature of the first or second components to be cooled exceeding a warning threshold, regardless of the vehicle's speed.

[0054] Without departing from the scope of the invention, the first and second heat exchange means 11,12 may, by way of example, comprise a number of first and second flaps between 1 and 10.

[0055] By way of example:

[0056] - on [Fig.4], the first cooling means 11 comprises six flaps articulated, the second cooling means 12 comprising two articulated flaps.

[0057] - in [Fig. 1], the first cooling means 11 comprises twelve flaps articulated, the second cooling means 12 comprising four articulated flaps.

[0058] Without departing from the scope of the invention, the first and second heat exchange means 11,12 may include hinged flaps rotating around transverse or inclined axes.

[0059] The articulation of the first and second flaps can be achieved by means of actuators, each actuator being directly connected to a flap. According to one embodiment, a controlled drive device can be used to articulate the first and second flaps. Such a device may comprise a single actuator associated with a controllable gearing device.

[0060] In this document, the X-axis designates the longitudinal axis of vehicle 1. When moving forward in a straight line, the vehicle progresses forward in a direction parallel to its longitudinal axis. The X-axis is oriented towards the front of the vehicle, that is, in the direction of forward movement. The Y-axis designates the transverse axis of the vehicle. The Y-axis is oriented from left to right, left and right being defined from the perspective of a driver of 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 on a horizontal surface. The Z-axis is oriented from bottom to top. The X, Y, and Z axes form an orthogonal coordinate system.

Claims

Demands

1. Heat exchange device (10) for a motor vehicle (1), the device comprising a first heat exchange means (11) for at least a first component (3) of the vehicle, in particular a heat exchanger between a fluid and ambient air, a second heat exchange means (12) for at least a second component (4) of the vehicle, in particular a braking system, the first heat exchange means (11) comprising at least a first air intake (110) and first hinged flaps (111-116) between a closed position of the first air intake and an open position, said second heat exchange means comprising at least a second air intake (120) and second hinged flaps (121, 122) between a closed position of the second air intake and an open position, said first and second hinged flaps being independently actuated by means of at least one actuator related to at least one calculator (20,30, 40), according to different predefined vehicle operating configurations, 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 for aerodynamic drag reduction and a need for cooling of at least one first component (31, 32) of the vehicle and a need for air conditioning, and a need for cooling of at least one second component (4) and according to a thermal safety need.

2. Device (10) according to the preceding claim, characterized in that a first configuration (M1) takes into account the needs for reducing aerodynamic drag as long as the vehicle's speed is below a first speed threshold, in particular a speed below 70 km / h, such that the first and second flaps are in the closed state of the first and second airflow intakes (110, 120).

3. Device according to claim 1 or 2, characterized in that a second configuration (M2) takes into account the needs for aerodynamic drag reduction and air conditioning, as long as the vehicle's speed is above a second speed threshold, in particular a speed above 80 km / h, such that only at least one of the first flaps is in the open state of the first air intake (110).

4. Device (10) according to any one of claims 1 to 3, characterized in that a third configuration (M3) takes into account the requirements for reducing aerodynamic drag, air conditioning and cooling of at least one second component (4) 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 (120).

5. Device according to claim 1 or 4, characterized in that a fourth configuration (M4) takes into account the need for cooling of at least one of the first components (31, 32) to be cooled when the temperature of the cooling fluid of the vehicle's powertrain is above a temperature threshold, in particular a temperature above 60°C, such that all of the first flaps (111 to 116) are in the open state, in particular partially.

6. Device according to claim 1 or 5, characterized in that a fifth configuration (M5) takes into account the cooling requirements of the first and second components (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).

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

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

9. A vehicle of the type of an automobile, in particular a vehicle having several operating configurations, in particular a "normal" mode, an "economy" mode, a "sport" mode, a "track" mode, characterized in that it includes a heat exchange device (10) according to any one of claims 1 to 6, or an arrangement according to claim 7 or 8, 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 reduction of aerodynamic drag, the need for cooling of at least one of the first components to be cooled of the vehicle, the need for air conditioning, the need for cooling of at least one of the second components to be cooled and / or the need for thermal safety.

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