Engine support and corresponding air flow generator of a heating, ventilation and / or air conditioning installation of a vehicle, in particular an automobile

Abstract

Motor support (22) for an air flow generator (1) comprising: - an internal structure (221) configured for fixing a stator (24) on a first face (22a) of said motor support (22), and - a cooling channel (73) arranged on a second face (22b) of the motor support (22) and in which an air flow is intended to circulate for cooling the stator (24) and / or a control module (34) of the air flow generator (1), said cooling channel (73) bypassing the internal structure (221) and having at least one air inlet (74) and at least one air outlet (75), the internal structure (221) has a projection (76) arranged opposite the air inlet (74), the projection (76) extending from the internal structure (221) in the direction of the air inlet (74), the channel cooling (73) comprising at least one guide fin (80) arranged between the projection (76) and the air inlet (74). Abstract Fig: Fig 3

Description

Title of the invention: Engine support and corresponding air flow generator for a heating, ventilation and / or air conditioning installation of a vehicle, in particular an automobile

[0001] The present invention relates to the field of heating, ventilation and / or air conditioning installations for vehicles, in particular motor vehicles. The invention relates more particularly to a motor support for a fan wheel, in particular of an air flow generator. The invention also relates to an air flow generator of a heating, ventilation and / or air conditioning installation comprising such a motor support.

[0002] Vehicles, particularly motor vehicles, are commonly equipped with a heating, ventilation and / or air conditioning system, which makes it possible to create an air flow in the passenger compartment. Such an installation also makes it possible to manage the temperature and distribution of the air flow created within the passenger compartment. Such a heating, ventilation and / or air conditioning system comprises, among other things, a fan comprising a fan wheel driven in rotation by a drive motor, particularly an electric motor. The electric motor may in particular be electronically commutated, controlled by a control module.

[0003] An electronically commutated electric motor, or brushless direct current motor (also known as "brushless"), comprises a rotor and stator assembly, each of these components carrying electromagnetic elements whose interaction generates the movement of the rotor relative to the stator, and thus the movement of the fan wheel.

[0004] The electric motor is assembled in the heating, ventilation and / or air conditioning installation by means of a motor support which comprises a base with an internal structure allowing the fixing of the electric motor, more precisely of the stator.

[0005] The engine and the control module comprise components which heat up during use; it is therefore necessary to ensure the cooling of the engine and / or the control module.

[0006] For this purpose, it is known to exploit the air flow circulating inside the heating, ventilation and / or air conditioning installation. To do this, a fraction of the air flow generated by the air flow generator is taken and conveyed to the engine support. Thus, the base of the engine support comprises at least one cooling channel for channeling the taken air flow. The cooling channel is generally shaped to guide the taken air flow towards the engine or the control module.

[0007] A constant objective is to optimize the cooling performance of the engine or the control module, and to increase the aeraulic performance of the air flow generator. Furthermore, the implementation of the cooling channel must not hinder easy mounting of the air flow generator.

[0008] The aim of the present invention is to propose an engine support, in particular for an air flow generator of a heating, ventilation and / or air conditioning installation of a motor vehicle, which is simple to produce and optimizes the cooling performance. Another aim of the present invention is to increase the overall airflow performance.

[0009] For this purpose, the present invention relates to an engine support for an air flow generator of a heating, ventilation and / or air conditioning device of a motor vehicle, the engine support comprising: - an internal structure configured for fixing a stator on a first face of said motor support, and - a cooling channel arranged on a second face of the motor support, opposite the first face, and in which an air flow is intended to circulate for cooling the stator and / or a control module of the air flow generator intended to be fixed to the motor support, said cooling channel bypassing the internal structure, the cooling channel having at least one air inlet and at least one air outlet, the internal structure has a projection arranged opposite the air inlet, the projection extending from the internal structure towards the air inlet, so as to divide the air flow 1 intended to come from the air inlet and to circulate in the cooling channel, characterized in that the cooling channel comprises at least one guide fin arranged between the projection and the air inlet.

[0010] According to one aspect of the invention, the cooling channel has a general “U” shape and comprises two branches passing on either side of the internal structure, the projection comprising an end arranged opposite a median or substantially median zone of the air inlet and two lateral surfaces extending on either side of the end and each oriented towards a branch, the cooling channel comprising at least one fin arranged between each lateral surface and the air inlet.

[0011] According to another aspect of the invention, the lateral surfaces of the projection and the shape of the fins are complementary.

[0012] According to another aspect of the invention, the lateral surfaces of the projection and the fins are concave.

[0013] According to another aspect of the invention, the fins comprise: - a first rectilinear portion starting from a leading edge intended to engage the air flow, - a second rectilinear portion starting from a trailing edge from which the air flow is intended to escape, and - a central curved portion connecting said first portion to said second portion.

[0014] According to another aspect of the invention, the first portion is inclined at an angle of between 25 and 35°, preferably 30°, relative to a straight line passing through the end of the projection and the center of the air inlet.

[0015] According to another aspect of the invention, the second portion is inclined at an angle of between 65 and 75°, preferably 70°, relative to a straight line passing through the end of the projection and the center of the air inlet.

[0016] According to another aspect of the invention, the central curved portion has a radius of curvature of between 5mm and 10mm, preferably 7mm.

[0017] According to another aspect of the invention, the fins comprise: - a leading edge is arranged between the middle or substantially middle zone of the air inlet and an outer edge of said air inlet, and - a trailing edge offset from said air inlet.

[0018] The present invention also relates to an airflow generator comprising a motor support as described above.

[0019] Other characteristics and advantages of the invention will emerge from the following description, given by way of example, without limitation, with reference to the drawings appended below.

[0020] [Fig-1] [Fig.l] shows a schematic representation in exploded perspective of a airflow generator,

[0021] [Fig.2] [Fig.2] shows a schematic perspective representation of the rear of an engine support of an air flow generator,

[0022] [Fig.3] [Fig.3] shows a schematic perspective representation of a canal of cooling of an engine mount,

[0023] [Fig.4] [Fig.4] shows a schematic perspective representation of the fins and from the projection of a cooling channel of an engine mount.

[0024] In these figures, identical elements have the same reference numbers.

[0025] 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.

[0026] In the present description, certain elements or parameters may be indexed, such as first element or second element as well as first parameter and second parameter or even 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.

[0027] [Fig. 1] illustrates an air flow generator 1 for sucking in and blowing air. The air flow generator 1 comprises a motor unit 2 and an electronic control unit 3 located in the extension of one another along a main longitudinal axis X (illustrated by a dotted line). The electronic control unit 3 is thus positioned to power the motor unit 2 while limiting the magnetic disturbances generated by its own internal elements which will be described later.

[0028] The motor unit 2 consists of a brushless electric motor, also called an electronically commutated electric motor. It is capable of driving a ventilation wheel 28 in rotation via an output shaft 260 of said motor unit 2, extending along said longitudinal axis X.

[0029] The motor unit 2 mainly comprises a stator 24 provided with an excitation winding and a rotor 26, carrying the output shaft 260 capable of driving the ventilation wheel 28. The rotor 26 is arranged around the stator 24 to be driven in rotation under the effect of magnetic fields generated by the excitation winding and the magnets associated with the rotor 26.

[0030] The rotor 26 may in particular comprise a cup 264 symmetrical by rotation about the longitudinal axis X, in the shape of a bell. The rotor 26 also comprises magnets (not shown) fixed to an internal face of the cup 264, in particular on a cylindrical strip of the internal face of the cup 264. The cup 264 of the rotor 26 is fixed, at its center, to the output shaft 260. The output shaft 260 constitutes the output (or rotation) shaft of the electric motor, driving the ventilation wheel 28. For this purpose, the ventilation wheel 28 is here directly fixed to the output shaft 260.

[0031] The stator 24 may be symmetrical by rotation around the longitudinal axis X. The stator 24 may in particular comprise a barrel 240 extending mainly in the direction of the longitudinal axis X. The cup 264 of the rotor 26 in particular covers one end of the barrel 240 opposite its base (not visible).

[0032] The barrel 240 comprises in particular a base and an internal channel (not visible). The internal channel passes right through the barrel 240 in the direction of the longitudinal axis X. The internal channel may be generally cylindrical. The internal channel may in particular comprise at least one housing intended to receive a bearing ring in which the shaft 260 is inserted. Preferably, two housings are formed in the internal channel of the barrel 240. Each housing is intended to receive a bearing ring, in particular a ball bearing. These housings are more particularly arranged respectively at the ends of the internal channel. The shaft 260 is received partly in the internal channel of the stator 24, free to rotate around the longitudinal axis X relative to the stator 24, by means of the bearing rings. The bearing rings can in particular be held within their respective housing by means of an internal elastic ring such as a circlip.

[0033] The barrel 240 also comprises a plurality of branches extending radially relative to the longitudinal axis X. The branches protrude in particular from the barrel 240. The barrel 240 and more particularly its branches are made of an electrically non-conductive material, for example plastic. The barrel 240 may in particular be a single piece in that there is continuity of material between the branches and the barrel 240. An alternative not shown may also be that the branches are made on an independent part having an annular central part from which the branches protrude and fixed to the barrel 240. The barrel 240 is for example made by molding, in particular by injection molding.

[0034] A stack of metal sheets is arranged on the branches of the barrel 240. The stator 24 also includes an insulator covering the stack of metal sheets. The stack of metal sheets is thus held and sandwiched between the branches of the barrel 240 and the insulator. The insulator is also made of an electrically non-conductive material.

[0035] The branches form a winding support around which at least one winding 242 is wound. Each winding 242 corresponds to a phase of the electric motor. A three-phase electric motor thus comprises a multiple of three series of windings 242, for example twelve. The windings 242 are made by windings of a metal wire, generally copper, surrounding the branches of the stator 24. These windings are made so as to be in contact only with the branches of the barrel 240 and not to be in electrical contact with the stack of metal sheets.

[0036] The stator 24, more particularly the base of the barrel 240, is in particular fixed to a motor support 22, for example by means of screws. This motor support 22 is also made of an electrically non-conductive material. The motor support 22 may also be symmetrical by rotation around the longitudinal axis X and have a central opening above which the barrel 240 is fixed. The rotor 26 and in particular the external edges of the cup 264 may in particular pass directly above said support 16.

[0037] Opposite a first face 22a of the engine support 22 from which the stator 24, a control module 34 is fixed on a second face 22b (visible in figures 2 and 3) of the motor support 22, for example by means of screws. The control module 34 comprises in particular a printed circuit, electrical and electronic components in order to control the air flow generator 1 and to ensure the electrical supply of the windings 242 of the stator 24. Each winding 242 is electrically connected to the control module 34 and to their electrical supply.

[0038] As illustrated in Figures 2 and 3, the motor support 22 comprises an internal structure 221. This internal structure 221 is in particular arranged directly above the stator 24 and allows the fixing of said stator 24 on the motor support 22. Within this internal structure 221, the motor support 22 comprises in particular a central orifice through which the shaft 260 passes. Still within the internal structure 221, the second face 22b of the motor support 22 also comprises a circular housing 222 around its central orifice. This housing 222 is in particular intended to receive a bearing arranged at the end of the shaft 260. The internal structure 221 also comprises orifices through which tabs 224 projecting from the stator 24 can pass so as to allow the electrical connection between the windings 242 of the stator 24 with the control module 34 and their electrical power supply.

[0039] Returning to [Fig.l], a metal plate 32 is arranged between the control module 34 and the motor support 22. The metal plate 32 is connected to the electrical ground. The electrical connections of the windings 242 pass through the metal plate 32 without electrical contact through orifices (not shown). This metal plate 32 plays different roles, in particular grounding, heat sink and protection against electromagnetic waves.

[0040] The metal plate 32 and the control module 34 are advantageously covered by a cover 36. When the electronic control unit 3 is assembled, the control module 34, the metal plate 32 and the cover 36 are held together by means of through-fixing means (not shown), for example, screws.

[0041] The air flow generator 1 also comprises a cover or deflector 23 symmetrical by rotation around the longitudinal axis X arranged between the motor support 22 and the external edges of the fan wheel 28. This deflector 23 comprises in particular a central opening 231a, 231b through which the stator 24 and the rotor 26 pass.

[0042] In the example illustrated in [Fig.l], the deflector 23 more particularly comprises a so-called internal ring 23a fixed to the engine support 22 and a so-called external ring 23b connected to said internal ring 23a.

[0043] The inner ring 23a includes in particular a central opening 231a through which the stator 24 and a rotor 26 pass. The inner ring 23a is in particular secured to the engine support 22. The internal ring 23a can be fixed to the engine support 22 by means of screws or clips 232.

[0044] The outer ring 23b is connected to said inner ring 23a by means of elastic buffers 233. The outer ring 23b comprises in particular a central opening 231b whose diameter is greater than or equal to the diameter of the inner ring 23a. The support 22 is arranged in the central opening 231b of the outer ring 23b so that the inner ring 24a is above said central opening 231b. The elastic buffers 233 are connected between the top of the outer ring 23b and the periphery of the inner ring 23a. The outer ring 23b is in particular intended to be fixed to a stable structure, for example in a structural housing of a heating, ventilation and / or air conditioning device (not shown) within a motor vehicle. A sealing lip may in particular be arranged between the support 22 and the external ring 23b in order in particular to prevent dust and / or water from reaching the electronic control unit 3.

[0045] The elastic buffers 233 have a shock absorber role in order to absorb the vibrations and relative movements of the internal ring 23a connected to the engine support 22 and therefore undergoing the vibrations linked to the rotation of the rotor 26 and the ventilation wheel 28 relative to the external ring 23b fixed to a stable structure of the motor vehicle. This thus makes it possible to limit the vibrations on the one hand but also to limit the noise of the air flow generator 1.

[0046] The motor support 22, the stator, 24 the rotor 26 as well as the internal 23a and external 23b rings of the deflector 23 are coaxial around a longitudinal axis X.

[0047] It is nevertheless entirely possible to imagine other embodiments of the air flow generator 1, in particular in which the deflector 23 is in one piece and secured to the motor support 22 by elastic buffers.

[0048] Referring again to Figures 2 and 3, the engine support 22 further comprises at least one cooling channel 73 arranged on the second face 22b of the engine support 22 and bypassing the internal structure 221.

[0049] The cooling channel 73 can be arranged in the thickness of the engine support 22, thus forming a recess in the second face 22b of the engine support 22. In the example illustrated in FIGS. 2 and 3, the cooling channel 73 has a general “U” shape and comprises two branches 73a, 73b passing on either side of the internal structure 221. The cooling channel 73 is thus delimited by an internal wall formed by the internal structure 221 on the one hand and on the other hand an external wall 223 projecting from the second face 22b of the engine support 22.

[0050] An air flow for cooling the engine and / or the control module 34 is intended to circulate in the cooling channel 73. For this purpose, the cooling channel 73 has at least one air inlet 74 and at least one air outlet 75. between which the air flow can circulate. The air inlet 74 and the air outlet 75 may in particular be arranged at opposite ends of the cooling channel 73.

[0051] The air inlet 74 can be produced by at least one opening provided in the external side wall of the engine support 22 and be extended by a lateral opening provided in the deflector 23. In the example illustrated in FIGS. 1 and 2, this lateral opening is produced more precisely in the external ring 23b.

[0052] The at least one air outlet 75 can be produced by at least one opening provided in the engine support 22 and opening onto the first face 23a. The air flow F is thus expelled between the deflector 23 and the first face 22a of the engine support 22.

[0053] The cooling channel 73 is further covered by the metal plate 32 in a sealed manner so that the air flow only circulates between the at least one air inlet 74 and the at least one air outlet 75.

[0054] In the example illustrated in Figures 2 and 3, the cooling channel 73 thus comprises an air inlet 74 arranged on the base of the “U” and an air outlet 75 at the end of each of the branches 73a, 73b.

[0055] As illustrated in Figures 2 and 3, the internal structure 221 may have a projection 76 arranged opposite the air inlet 74. This projection 76 extends from the internal structure 221 in the direction of the air inlet 74. In particular, the projection 76 extends radially relative to the longitudinal axis X.

[0056] The projection 76 may have two opposite sides, so that the air flow F coming from the air inlet 74 is separated into at least two fractions intended to circulate in each branch 73a, 73b of the cooling channel 73. Each fraction of air flow can thus follow a flow circuit distinct from the other fraction of air flow.

[0057] The projection 76 may have an end 77, for example rounded, arranged opposite a median or substantially median zone of the air inlet 74. Thus, the two air flow fractions F may be distributed in equal or substantially equal proportions.

[0058] The projection 76 may have an evolving shape. For example, the projection 76 has a shape that tapers towards the air inlet 74. The end 77 of the projection 76 is therefore tapered relative to the rest of the projection 76.

[0059] Also referring to [Fig. 3], the projection 76 has for example two lateral surfaces 78 extending on either side of the end 77 of the projection 76 and each oriented towards a branch 73a, 73b of the cooling channel 73. These lateral surfaces 78 may in particular be concave on the side of the cooling channel 73. The concavity of these surfaces 78 is oriented towards the branch 73a, 73b of the cooling channel 73 towards which it is oriented. In other words, the sides of the projection 76 may be curved, rounded.

[0060] Each concave (or tapered) lateral surface 78 may describe an arc of a circle of at least 5°. As a particular and non-limiting example, the concave lateral surface 78 may extend over a distance of at least 10 mm.

[0061] Such lateral surfaces 78 make it possible to reduce the speed of the inlet air flow and make it possible to guide the air flow inside the cooling channel 73 without creating turbulence, which thus facilitates the flow of the air flow fractions F on either side of the projection 76.

[0062] In the example illustrated in Figures 2 and 3, the projection 76 defines a general shape of a water drop or approaching the shape of a water drop.

[0063] The cooling channel 73 has a depth, along the X axis of the base 73, which advantageously decreases between the air inlet 74 and the air outlet 75. The depth of the cooling channel 73 decreases, for example, continuously.

[0064] In this case, the depth of the recess forming the cooling channel 73 varies, in particular decreases, between the air inlet 74 and the air outlet 75. The depth at the air inlet 74 is greater than the depth at the air outlet 75. The bottom of the cooling channel 73 thus forms a plane inclined relative to the plane defined by the engine support 22. This difference in depth generates a venturi effect and makes it possible to improve the flow of the air stream.

[0065] Furthermore, in operation, the appearance of turbulence zones has been observed during the flow of the air flow in the cooling channel 73. Referring again to FIGS. 2 and 3, the engine support 22 may have at least one assembly element 19, for example at least one boss, extending from the bottom wall of the engine support 22. The boss(es) are for example provided for the assembly of the engine support 22 with another part of the air flow generator 1, such as the metal plate 32. Such bosses can generate at least some of the turbulence zones for the air flow F.

[0066] At least one orifice 71, 72 is advantageously provided in the bottom of the cooling channel 73 so as to pass through and to open onto the first face 22a of the engine support 22.

[0067] One or more orifices, hereinafter called first orifices 71, are provided so as to limit turbulence. They are advantageously placed according to the turbulence zones. The orifices 71 can be placed at best in the center of the vortex or at a distance less than or equal to 5 mm from the center of the vortex. For example, at least one first orifice 71 is provided near the assembly element 19 such as the boss.

[0068] In the illustrated example, at least two first orifices 71 are provided around the assembly element 19. The two first orifices 71 can be arranged symmetrically on either side of the assembly element 19.

[0069] The assembly elements 19 such as the bosses and the associated first orifices 71 may be located on the external periphery of the cooling channel 73, that is to say opposite the internal structure 221.

[0070] In addition or as an alternative, at least one orifice 72 may be provided in the bottom of the cooling channel 73, close to the air outlet 75. In order to differentiate it from the first orifices 71 previously described, this orifice is hereinafter called the second orifice 72. Such a second orifice 72 may possibly be provided in the absence of first orifices 71. The second orifice 72 makes it possible to change and in particular to reduce the speed of the air flow passing through the cooling channel 73.

[0071] The second orifice(s) 72 may be placed at most 20 mm from the air outlet 75. They may be placed on the external / internal periphery of the cooling channel 73 or in the center in order to best assist in guiding the air flow.

[0072] Thus, the motor support 22 as described previously makes it possible to improve the overall cooling performance, in particular of the metal plate 32 and therefore of the control module 34 and the electrical power supply.

[0073] Indeed, the engine support 22 defines a specific air channel 73 for the cooling function and the projection 76 at the inlet makes it possible to separate the air flow F intended to circulate in this channel 73. This projection 76 makes it possible to generate turbulence and to increase the speed of the air flow F. In addition, the inclined bottom of the cooling channel 73 makes it possible to improve the flow of the air flow F from the air inlet 74 to the air outlet 75.

[0074] Still according to figures 2 and 3, the cooling channel 73 also comprises at least one guide fin 80 arranged between the projection 76 and the air inlet 74.

[0075] This at least one fin 80 makes it possible to guide the air flow coming from the air inlet 74 and thus allows said air flow to completely fill the cooling channel 73 over its entire width in order to improve the cooling performance.

[0076] In the example visible in figures 2 and 3 with a “U” shaped cooling channel 73, the latter may more particularly comprise at least one fin 80 arranged between each lateral surface 78 of the projection 76 and the air inlet 74.

[0077] In order to have the most laminar air flow possible within the cooling channel, the lateral surfaces 78 of the projection 76 and the shape of the fins 80 may in particular be complementary. Thus, if the lateral surfaces 78 are concave as in the example illustrated in FIGS. 2 and 3, then the fins 80 are also concave.

[0078] As illustrated in more detail in [Fig.4], the fins 80 may comprise a first rectilinear portion 81a, starting from a leading edge 81 intended to engage the air flow, and a second rectilinear portion 82a, starting from a leading edge leak 82 from which the air flow is intended to escape. The first portion 81a and the second portion 82a are connected to each other by a central curved portion 80a.

[0079] The first portion 81a may in particular have a length of between 7 and 10 mm, preferably 5 mm. This size may of course vary depending on the size of the air flow generator 1. The first portion 81a may in particular be inclined at an angle A of between 25 and 35°, preferably 30°, relative to a straight line D passing through the end 77 of the projection 76 and the center of the air inlet 74.

[0080] The second portion 82a may also have a length of between 7 and 10 mm, preferably 5 mm. This size may of course vary depending on the size of the air flow generator 1. The second portion 82a may be inclined at an angle B of between 65 and 75°, preferably 70°, relative to the straight line D passing through the end 77 of the projection 76 and the center of the air inlet 74.

[0081] This straight line D can in particular also extend perpendicularly to the longitudinal axis X.

[0082] The central curved portion 80a may have a radius of curvature of between 5mm and 10mm, preferably 7mm.

[0083] Still according to the example illustrated in Figures 2 to 4, the leading edge 81 of the fin 80 can be arranged between the middle or substantially middle zone of the air inlet 74 and an outer edge of said air inlet 74. The trailing edge 82 can be offset relative to said air inlet 74.

[0084] Thus, it is clearly seen that due to the presence of at least one fin 80, the air flow passing through the cooling channel 73 is better distributed over its entire width and therefore allows better cooling, in particular of the control module 34.

Claims

Claims

1. Engine mount (22) for an air flow generator (1) of a heating, ventilation and / or air conditioning device of a motor vehicle, the engine mount (22) comprising: - an internal structure (221) configured for fixing a stator (24) on a first face (22a) of said engine mount (22), and - a cooling channel (73) arranged on a second face (22b) of the engine mount (22), opposite the first face (22a), and in which an air flow is intended to circulate for cooling the stator (24) and / or a control module (34) of the air flow generator (1) intended to be fixed to the engine mount (22), said cooling channel (73) bypassing the internal structure (221), the cooling channel (73) having at least one air inlet (74) and at least one air outlet (75), the internal structure (221) has a projection (76) arranged opposite the air inlet (74),the projection (76) extending from the internal structure (221) towards the air inlet (74), so as to divide the air flow 1 intended to come from the air inlet (74) and to circulate in the cooling channel (73), characterized in that the cooling channel (73) comprises at least one guide fin (80) arranged between the projection (76) and the air inlet (74).,

2. Engine support (22) according to claim 1, characterized in that the cooling channel (73) has a general “U” shape and comprises two branches (73a, 73b) passing on either side of the internal structure (221), the projection (76) comprising an end (77) arranged opposite a median or substantially median zone of the air inlet (74) and two lateral surfaces (78) extending on either side of the end (77) and each oriented towards a branch (73a, 73b), the cooling channel (73) comprising at least one fin (80) arranged between each lateral surface (78) and the air inlet (74).

3. Engine support (22) according to the preceding claim, characterized in that the lateral surfaces (78) of the projection (76) and the shape of the fins (80) are complementary.

4. Engine support (22) according to the preceding claim, characterized in that the lateral surfaces (78) of the projection (76) and the fins (80) are concave.

5. Engine support (22) according to the preceding claim, characterized in that the fins (80) comprise: - a first rectilinear portion (81a) starting from a leading edge (81) intended to engage the air flow, - a second rectilinear portion (82a) starting from a trailing edge (82) from which the air flow is intended to escape, and - a central curved portion (80a) connecting said first portion (81a) to said second portion (82a).

6. Engine support (22) according to the preceding claim, characterized in that the first portion (81a) is inclined at an angle (A) of between 25 and 35°, preferably 30°, relative to a straight line (D) passing through the end (77) of the projection (76) and the center of the air inlet (74).

7. Engine support (22) according to any one of claims 5 or 6, characterized in that the second portion (82a) is inclined at an angle (B) of between 65 and 75°, preferably 70°, relative to a straight line (D) passing through the end (77) of the projection (76) and the center of the air inlet (74).

8. Engine support (22) according to any one of claims 5 to 7, characterized in that the central curved portion (80a) has a radius of curvature between 5mm and 10mm, preferably 7mm.

9. Engine support (22) according to any one of claims 2 to 5, characterized in that the fins (80) comprise: - a leading edge (81) is arranged between the middle or substantially middle zone of the air inlet (74) and an outer edge of said air inlet (74), and - a trailing edge (82) offset relative to said air inlet (74).

10. An airflow generator (1) comprising a motor support (22) according to any one of the preceding claims.

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