Motor-vehicle having a heating, ventilation and air conditioning system comprising a ventilation device having a single motorized door device

Abstract

Motor-vehicle comprising a heating, ventilation and air conditioning system (1) for treating air to be delivered to a passenger compartment of the vehicle, wherein said system (1) is entirely mounted within a vehicle front bay (2) provided for installing a traction motor, said system (1) comprises a ventilation device (7) configured to enable flowing of at least one airflow to be treated, an air intake channel (6) upstream of the ventilation device (7), provided for directing an external airflow coming from outside the vehicle, a mixing chamber (8) downstream of the ventilation device (7), and in which a first and a second heat exchanger are arranged, an auxiliary duct (12) provided for taking an internal airflow from inside the passenger compartment of the vehicle, according to an air recirculation mode, and directing the internal airflow towards the ventilation device (7) for entry into the mixing chamber (8), and a bypass duct (13) provided for conveying a bypass airflow, namely part of the air treated by the heat exchangers, and directing the bypass airflow upstream of the mixing chamber (8), and the ventilation device (7) comprises an impeller and a motorized door device which can be moved to different operating positions, in relation to different operating modes of the system (1), set in the passenger compartment, in order to enable flowing of one or more airflows to be treated.

Description

[0001] MOTOR-VEHICLE HAVING A HEATING, VENTILATION AND AIR CONDITIONING SYSTEM COMPRISING A VENTILATION DEVICE HAVING A

[0002] SINGLE MOTORIZED DOOR DEVICE

[0003] ****

[0004] TEXT OF THE DESCRIPTION

[0005] Field of the invention

[0006] The present invention relates to a motor-vehicle, comprising a heating, ventilation and air conditioning system for treating air to be delivered to a passenger compartment of a motor-vehicle.

[0007] Prior art

[0008] Systems of the type indicated above, also commonly referred to as HVAC systems, have been known and used in the sector for a long time. Typically, HVAC systems are modules mounted inside a structural body forming the dash board of the vehicle; however, such solutions suffer from some drawbacks of any kind: the installation of the HVAC system inside the dash board necessarily determines the making of a dash board body of sufficient size to contain the HVAC system, thus making an overall particularly bulky dash board body. This problem becomes particularly relevant for new-generation vehicles with electric propulsion, also in relation to modem style demands and new concepts of internal habitability for passengers, which require an improvement in the perceived space in the passenger compartment and a rethinking of the arrangement of the vehicle components. In this context, it is also felt that there is a need to develop a particularly effective solution to treat different airflows depending on the operating modes of the system set in the passenger compartment by the passengers. The following documents are also known: DE102009057870, WO201 8237319 and EP0756955.

[0009] Object of the invention

[0010] It is an object of the present invention to provide a motor-vehicle equipped with a heating, ventilation and air conditioning system for treating air, which can satisfy said needs.

[0011] In particular, an object of the present invention is to provide a motorvehicle equipped with said system, providing a dash board in the passenger compartment with small dimensions and substantially minimal configuration.

[0012] A further object of the invention is to provide a motor-vehicle according to the features indicated above, which ensures a spatial perception of the passenger compartment, and the possibility of expanding the configurability of the front seats, for example by providing for a rotation of the seats around their vertical axis.

[0013] A further object of the invention is to provide a system as indicated above, including particularly advantageous features to effectively manage the different airflows to be treated, depending on the operating modes of the system set in the passenger compartment.

[0014] Summary of the invention

[0015] In order to achieve said purposes, the invention has as its object a motor-vehicle having the features indicated in the attached claim 1 .

[0016] Brief description of the figures

[0017] Further features and advantages of the invention will be apparent from the following description with reference to the attached drawings, provided purely by way of non-limiting example, in which:

[0018] - figures 1A-1 C are a side view, a front view and an elevation view, respectively, of a front portion of a motor-vehicle body, including a heating, ventilation and air conditioning system for treating air, according to one embodiment,

[0019] - figures 2A, 2B illustrate further features of the system, in relation to the treatment of an airflow with the system operation set to take external air,

[0020] - figures 3A, 3B illustrate further features of the system, in relation to the treatment of an airflow with the system operation set to take external air together with the bypass function,

[0021] - figures 4A, 4B illustrate further features of the system, in relation to the treatment of an airflow with the system operation set to recirculate the air in conjunction with the bypass function,

[0022] - figures 5A, 5B illustrate further features of the system, in relation to the treatment of an airflow with the system operation set to recirculate the air, and - figures 6A-9B illustrate further features of the system, in relation to the movement of a motorized door device, in relation to said different modes of system operation.

[0023] Detailed description of the invention

[0024] In the following description, various specific details are illustrated to aid in understanding examples of one or more embodiments. The embodiments may be implemented without one or more of the specific details, or with other methods, components, materials, etc.

[0025] In other instances, known structures, materials, or operations are not shown or described in detail to avoid obscuring various aspects of the embodiments. Reference to “an / one embodiment” in this description means that a particular configuration, structure, or feature described in connection with the embodiment is included in at least one embodiment.

[0026] Thus, phrases such as “in an / one embodiment,” which may appear in several places in this description, do not necessarily refer to the same embodiment.

[0027] Furthermore, particular configurations, structures or features may be combined in an appropriate way in one or more embodiments and / or associated with the embodiments in a way other than as illustrated herein, so that for example a feature exemplified herein in relation to one figure may be applied to one or more embodiments exemplified in a different figure.

[0028] The references illustrated herein are for convenience only and therefore do not delimit the extent of protection or the scope of the embodiments.

[0029] With reference to the attached drawings, a heating, ventilation and air conditioning system for a vehicle is generally indicated with the reference 1. System 1 (also commonly referred to as an HVAC (Heating Ventilation and Air Conditioning) system) is a system that can be configured according to a plurality of operating modes set by the passenger, for example by cooling or by heating, to obtain certain environmental conditions of the air in the passenger compartment. More specifically, system 1 is used for treating air to be delivered to a passenger compartment of the vehicle, in particular to heat, cool or dehumidify such air. The air to be treated may come from the external environment, and / or may be recirculated air, namely taken from the passenger compartment to be treated and then to be delivered again into the passenger compartment.

[0030] Figures 1 A-1 C illustrate, purely by way of example, a part of a motorvehicle, in particular a front part of the body, equipped with a system 1 including the peculiar features of the present invention. With reference to these figures, the motor-vehicle comprises a front area in which a front bay 2 is provided, covered by a front hood 2’ (schematically illustrated in figure

[0031] 1 A) provided in the final assembled configuration of the vehicle.

[0032] Both in the case of vehicles with a combustion engine and in the case of electric traction vehicles (“Battery Electric Vehicle” “BEV”), this front bay

[0033] 2 is typically designed for the installation of a related traction motor.

[0034] In the case of BEV vehicles, the bay 2 can be used to house an electric traction motor, generally smaller than a heat engine, or the bay 2 can be without an engine, as the vehicle has an electric motor mounted in a rear area of the vehicle, or electric traction motors directly integrated into the wheels (In-Wheel Motor).

[0035] According to a peculiar feature of the present invention, illustrated in figures 1A-1 C, the heating, ventilation and air conditioning system 1 for air treatment is positioned entirely within the front bay 2, under the front hood 2’ of the vehicle. Preferred embodiments provide that the vehicle having the system 1 as indicated above, is a BEV electric vehicle, equipped with an electric traction motor mounted within the bay 2, or equipped with an electric motor mounted in a rear area of the vehicle, or even electric traction motors directly integrated into the wheels.

[0036] According to a further feature, illustrated in figures 1 A-1 C, the system 1 is made as a single module with particularly small overall dimensions along a vertical direction of the vehicle, so as to allow the positioning of the module above any mechanical parts extending inside the front bay 2.

[0037] In relation to a preferred embodiment, the system 1 extends inside the front bay 2, above a pair of struts 4 frontally joined by a front crossmember 5, with reference to a vertical direction of the vehicle. Furthermore, always in a preferred embodiment, the system 1 is positioned centrally inside the engine bay 2, with reference to a transverse horizontal axis of the vehicle (as illustrated in figure 1 C). Of course, other positions of the system 1 inside the bay 2, for example below the struts 4, can be provided. According to a further feature, the system 1 comprises an air intake module 3, provided for channeling the external air along the system 1 , towards the passenger compartment. The module 3 is positioned at a front area of the system 1 , facing towards a front part of the vehicle, in particular towards the front surface of the vehicle on which a front bumper structure is mounted.

[0038] With particular reference to the embodiment illustrated in figures 1A- 1 C, the air intake module 3 comprises:

[0039] - a front inlet 30, possibly provided with a grille 30’ to retain solid bodies, provided for receiving a front inlet airflow directed substantially along a direction parallel to the longitudinal direction of the vehicle,

[0040] - a preliminary chamber 31 , receiving the incoming airflow,

[0041] - an air collector 32, in fluid communication with the preliminary chamber 31 , provided for conveying the airflow according to a direction determined by the overall shape of the air collector 32, and

[0042] - an air intake channel 6, provided for receiving the airflow conveyed by the collector 32 and directing the airflow along the components of the system 1 downstream of said channel 6.

[0043] In one or more embodiments, downstream of the channel 6, the system 1 comprises:

[0044] - a ventilation device 7, comprising an impeller 7’, preferably a centrifugal fan, and a motorized door device 7”, configured to enable flowing of at least one airflow to be treated, depending on the operating mode of the system 1 set in the passenger compartment,

[0045] - a mixing chamber 8 downstream of the ventilation device 7, wherein a first heat exchanger 9 and a second heat exchanger 10 are provided (liquid-air and / or refrigerant-air exchangers) configured to allow a heat exchange between a heat exchange fluid and air to be delivered to the passenger compartment; the exchangers 9, 10 are arranged in the chamber 8 so that they can be hit by the same upstream airflow (this arrangement is discussed in more detail later in the description),

[0046] - an auxiliary duct 12, provided for taking an airflow from inside the passenger compartment, according to an air recirculation mode, and directing the airflow towards the ventilation device 7 for entry into the mixing chamber 8, and - a bypass duct 13, provided for taking part of the air treated by the exchangers 9, 10, and delivering it again towards the ventilation device 7 and upstream of the mixing chamber 8.

[0047] Advantageously, the HVAC system 1 also comprises a duct system arranged downstream of the mixing chamber 8 along the direction of the airflow being treated to be delivered to the passenger compartment, provided for optimizing the distribution of air at a plurality of positions inside the passenger compartment of the vehicle.

[0048] Figures 2A, 2B are several schematic perspective views of system 1 , showing the operation of system 1 when an external airflow F1 is taken from the outside, by the ventilation device 7, and delivered along a flow direction inside the mixing chamber 8 (flow direction F1 from left to right in Figures 2A, 2B). The impeller 7’ intakes external air in the front area of the vehicle or along the front hood. As previously indicated, the ventilation device 7 comprises a motorized door device 7” associated with the impeller 7’. In the operating mode illustrated in Figures 2A, 2B, the door device 7” is in a suitable position to allow outside air to flow through the air intake channel 6, for treatment in the chamber 8 before entering the passenger compartment, at the same time closing the passage of a return airflow along the auxiliary duct 12 and the bypass duct 13.

[0049] Figures 3A, 3B are different schematic perspective views of the system 1 , showing the operation of the system 1 with the entry of an outside airflow F1 , together with the activation of a bypass function (activated to dehumidify the passenger compartment) which activates the circulation of a bypass airflow F2.

[0050] According to this operating mode, the bypass duct 13 is used, which allows a portion of the dry air exiting the mixing chamber 8 to flow, after treatment by the exchangers 9, 10, directing it again to the ventilation device 7 and to the inlet of the mixing chamber 8 upstream of the exchangers 9, 10.

[0051] In one or more embodiments, as illustrated in figures 3A, 3B, the bypass duct 13 extends along an upper area of the system 1 adjacent to the chamber 8, but it can also be provided along a lower or lateral area.

[0052] According to a further peculiar feature, discussed in more detail below, the bypass is managed by regulation mechanisms that open or close the passage of the bypass airflow F2 along the duct 13, directly integrated into the door device 7”. In this perspective, the door device 7” includes a passage area, which can be opened or closed, to allow the bypass flow F2 to flow from a terminal part of the bypass duct 13 (according to the direction of the airflow indicated in figure 3B) to the inlet of the mixing chamber 8. Again in figures 3A, 3B, the reference 13’ indicates an access opening - in the always open position - to allow the airflow F2 to enter the bypass duct 13. The flow possibly be blocked or allowed to flow again towards the chamber 8, by means of the device 7”. The door device 7” is also configured and positioned to simultaneously close, according to the operating mode of figures 2A,2B, the passage of an airflow through the auxiliary duct 12.

[0053] Figures 4A, 4B are different schematic perspective views of system 1 , showing the operation of system 1 with air recirculation mode (commonly called Air Circulation), together with the activation of the bypass function. The bypass function is similar to what was previously indicated for figures 3A, 3B. According to the air recirculation mode, the auxiliary duct 12 is used to take air from the passenger compartment - internal airflow F3 - and direct it towards the ventilation device 7. The internal airflow F3 is then radially centrifuged by the impeller 7’ and pushed towards the mixing chamber 8, in which the exchangers 9, 10 are provided. As discussed in detail below, the door device 7” is configured and positioned to allow the passage of air from the passenger compartment to the device 7, together with the bypass function, while at the same time closing the entry of the external airflow F1 through the air intake channel 6.

[0054] Figures 5A, 5B are different schematic perspective views of system 1 , showing the operation of system 1 set to perform air recirculation only. As discussed in detail below, the door device 7” is configured and positioned to allow the passage of the internal airflow F3 from the passenger compartment to the device 7, while at the same time closing the entry of the external airflow F1 through the air intake channel 6, and the entry of the bypass flow F2.

[0055] As previously indicated, the mixing chamber s is downstream of the ventilation device 7, wherein a first heat exchanger 9 and a second heat exchanger 10 are provided (liquid-air and / or refrigerant-air exchangers), configured to allow a heat exchange between a heat exchange fluid and air to be delivered to the passenger compartment. In one or more embodiments, inside the mixing chamber 8, upstream of the exchangers 9, 10 according to the direction of treatment of the airflow, at least one filter 14 is provided, for example a particulate filter, capable of filtering the air flowing through it and capturing the particles suspended therein and having a diameter, for example, less than 10, 5 or 2 micrometers. According to the invention, it is also possible for the system 1 to comprise further filters, for example capable of filtering components other than the air being treated, and arranged, for example, downstream of the first heat exchanger and the second heat exchanger. Other embodiments provide for the filter 14 to be positioned downstream of the exchangers 9, 10, or upstream of the ventilation device 7. In one or more embodiments, the first heat exchanger 9 and the second heat exchanger 10 are made in a functionally equivalent way and are arranged inside the chamber 8 so that they can be hit by the same upstream airflow. In particular, both the first heat exchanger 9 and the second heat exchanger 10 are designed to allow heat exchange between a heat exchange fluid and air to be delivered to the passenger compartment. Depending on whether the heat exchange fluid is compressible or incompressible, and depending on the temperature and pressure conditions of the heat exchange fluid, in this way, both the first heat exchanger 9 and the second heat exchanger 10 can function as a condenser or evaporator, or as an air cooler or heater core, that is, cool or heat the air that is conveyed to them. As can be seen in particular in figures 2B,3B,4B, the first heat exchanger 9 and the second heat exchanger 10 are vertically placed side by side inside the chamber 8. The expression vertically refers to an assembled condition of the system 1 on the vehicle. Furthermore, the two exchangers placed side by side can be extended substantially along a direction inclined with respect to the vertical. The two exchangers 9, 10 can be placed side by side along a vertical or inclined direction according to different angles, with respect to a vertical direction of the chamber 8. In one or more embodiments, according to the features illustrated in figure 2B,3B,4B, a condensation collection and drainage system is also provided inside the chamber 8, to collect any condensation formed following the treatment of the airflow, and convey it outside the chamber 8. Preferably, this system comprises a condensation collection platform 15 in communication with the bottom of the chamber 8 via a drainage duct 16.

[0056] The features of the ventilation device 7 are further explored below. As already indicated above, the device 7, in addition to comprising an impeller 7’, includes a motorized door device 7” which can be moved according to different operating positions in relation to the different operating modes of the system 1 set in the passenger compartment, so as to allow the passage of one or more airflows F1 , F2, F3 to be treated. The different operating positions include:

[0057] - a first position, adapted for letting flow only an external airflow F1 from the external air intake channel 6 to the mixing chamber 8 (illustrated in figures 2A, 2B, 6A, 6B),

[0058] - a second position, adapted for letting flow said external airflow F1 into the chamber 8, and a bypass airflow F2 along the bypass duct 13 and inside the chamber 8 (illustrated in figures 3A, 3B, 7A, 7B),

[0059] - a third position, adapted for letting flow said bypass flow F2 into the chamber 8, and an internal airflow F3 along the auxiliary duct 12 and inside the chamber 8 (illustrated in figures 4A, 4B, 8A, 8B), and

[0060] - a fourth position, adapted for letting flow only said internal airflow F3 into the chamber 8 (illustrated in figures 5A, 5B, 9A, 9B).

[0061] In light of the above, the motorized door device 7” is configured to manage the entry into the chamber 8 of the different airflows F1 , F2, F3. All said operating modes are obtained with a single motorized door device 7”, interfaced with the inlet of the chamber 8, the air intake channel 6, the auxiliary duct 12 for the air recirculation function and the bypass duct 13 for the bypass function, without the aid of additional opening / closing valves.

[0062] In one or more embodiments, the motorized door device 7” comprises a first and a second rotating element 17, 18 that can be driven in rotation along the same axial direction, to obtain the different operating modes, in particular by:

[0063] - opening or closing the outlet of the air intake channel 6,

[0064] - opening or closing the passage of the bypass airflow F2 from the bypass duct 13 to the chamber 8,

[0065] - opening or closing the passage of the internal airflow F3 from the auxiliary duct 12 to the chamber 8.

[0066] In one or more embodiments, the first rotating element 17 is made in the form of a hollow main body, substantially cylindrical in shape, configured to be driven in rotation around an axial direction. Said hollow main body comprises a hollow base wall 17”, an upper wall defined by a hollow sector 17” and a related solid sector 17”’. The lateral surface of the hollow main body is defined by a lateral surface solid sector 19.

[0067] In one or more embodiments, the second rotating element 18 defines an auxiliary door, mounted on the upper wall of the first rotating element 17 and hinged to a central fulcrum portion 20 of the hollow main body. The auxiliary door can be driven in rotation to be superimposed onto said hollow sector 17” (by closing it completely) or onto said related solid sector 17”’ (by leaving the hollow sector 17” at least partially open).

[0068] According to the embodiment illustrated, the sectors 17”, 17’” and the auxiliary door have a semi-circular shape.

[0069] In one or more embodiments, the door device 7” comprises a single actuator adapted for directly driving the rotation of only one of said first and second elements 17, 18. The actuator can be of any known type, for example an electric gearmotor.

[0070] Preferably, said single actuator (not illustrated) is connected to drive in rotation the second rotating element 18 defining the auxiliary door. In order to also rotate the first element 17 defining the hollow main body, the auxiliary door and the hollow main body comprise mutual engagement means (not illustrated), configured to allow the hollow main body to be hooked onto the auxiliary door, and consequently allow rotation of the hollow main body in integrally to the rotation of the auxiliary door driven by said actuator.

[0071] With reference to figures 6A, 6B, said first position of the door device 7” is illustrated, relating to the operating mode of the system 1 adapted for letting flow only an external airflow F1 from the external air intake channel 6 to the mixing chamber 8. More specifically, the bypass airflow F2 is blocked by the solid sector 17’” and the auxiliary door overlapping the hollow sector 17” (which is therefore completely closed). The internal airflow F3 (of the air recirculation function) is blocked by the lateral surface solid sector 19 which closes the outlet of the auxiliary duct 12. The external airflow F1 flows from the air intake channel 6, laterally inside the hollow main body and through the hollow base wall 17” to enter into the chamber 8. With reference to figures 7A, 7B, said second position of the door device 7” is illustrated, relating to the operating mode of the system 1 adapted for letting flow the external airflow F1 into the chamber 8, and a bypass airflow F2 along the bypass duct 13 and inside the chamber 8. By moving from the first position illustrated in figures 6A, 6B to the second position, the actuator drives a 180° rotation of the auxiliary door, thus opening the passage through the hollow sector 17”, while the main body remains stationary. In this way, the passage for the bypass airflow F2, from the bypass duct 13 to the chamber 8, through the hollow sector 17” and the hollow base wall 17’, will be open. The internal airflow F3 (of the air recirculation function) is still blocked by the lateral surface solid sector 19 which closes the outlet of the auxiliary duct 12. The external airflow F1 still flows from the air intake channel 6, laterally inside the hollow main body and through the hollow base wall 17' to enter the chamber 8.

[0072] With reference to figures 8A, 8B, said third position of the door device 7” is illustrated, relating to the operating mode of the system 1 adapted for letting said bypass airflow F2 into the chamber 8, and an internal airflow F3 along the auxiliary duct 12 and inside the chamber 8. Moving from the second position illustrated in figure 7A, 7B to the third position, both the hollow main body and the auxiliary door rotate by 180°. In this way, the external airflow F1 is blocked by the lateral surface solid sector 19 which closes the outlet of the air intake channel 6, the bypass airflow F2 flows from the bypass duct 13, laterally inside the hollow main body and through the hollow base wall 17’ to enter into the chamber 8, and the internal airflow F3 (of the air recirculation function) flows from the duct of the auxiliary duct 12, through the hollow sector 17” (left open by the auxiliary door) and the hollow base wall 17’. Preferably, to obtain said 180° rotation of the entire door device 7”, the auxiliary door hooks onto the hollow main body and, consequently to the drive in rotation given to the auxiliary door by the actuator, the hollow main body is also driven into rotation.

[0073] With reference to figures 9A, 9B, said fourth position of the door device 7” is illustrated, relating to the operating mode of system 1 adapted for letting flow only the internal airflow F3 the chamber 8. Moving from the third position illustrated in figures 8A, 8B to the fourth position, the actuator drives a 180° rotation of the auxiliary door, to therefore close the passage through the hollow sector 17”, while the main body remains stationary. In this way, the passage for the internal airflow F3 will be open, from the auxiliary duct 12, laterally inside the hollow main body and through the hollow base wall 17” to enter chamber 8. The bypass airflow F2 is instead blocked by the solid sector 17”’ and the auxiliary door superimposed onto the hollow sector 17” (which is therefore completely closed); The external airflow F1 is blocked by the lateral surface solid sector 19 which closes the outlet of the air intake channel 6.

[0074] To return from said fourth position to the first position - relating to the operating mode of the system 1 adapted for letting flow only an external airflow F1 from the external air intake channel 6 to the mixing chamber 8 -, the actuator drives a 180° rotation of both the hollow main body and the auxiliary door.

[0075] Of course, the details and embodiments of the invention may be varied widely with respect to what is described and illustrated, without thereby departing from the scope of the present invention as defined in the claims that follow.

Claims

CLAIMS1. A motor-vehicle comprising a heating, ventilation and air conditioning system (1 ) for treating air to be delivered to a passenger compartment of the vehicle,- wherein said system (1 ) is entirely mounted within a vehicle front bay (2), provided for installing a traction motor,- wherein said system (1 ) comprises a ventilation device (7) configured to enable flowing of at least one airflow (F1 , F2, F3) to be treated, an air intake channel (6) upstream of the ventilation device (7), provided for directing an external airflow (F1 ) coming from outside the vehicle, a mixing chamber (8) downstream of the ventilation device (7), wherein a first and a second heat exchanger (9,10) are arranged, an auxiliary duct (12) provided for taking an internal airflow (F3) from inside the passenger compartment, according to an air recirculation mode, and directing the internal airflow (F3) towards the ventilation device (7) for entry into the mixing chamber (8), and a bypass duct (13) provided for conveying a bypass airflow (F2), namely part of the air treated by the heat exchangers (9, 10), and directing the bypass airflow (F2) upstream of the mixing chamber (8) again towards the ventilation device (7) and at the entry of the mixing chamber (8) upstream of the heat exchangers (9,10),- wherein the ventilation device (7) comprises an impeller (7’) and a motorized door device (7”) which can be moved into different operating positions, in relation to different operating modes of the system (1 ), set in the passenger compartment, in order to enable flowing of one or more airflows (F1 , F2, F3) to be treated, wherein said different operating positions comprise:- a first position, adapted for letting flow only said external airflow (F1 ) from the air intake channel (6) to the mixing chamber (8),- a second position, adapted for letting flow said external airflow (F1 ) into the chamber (8), and said bypass airflow (F2) along the bypass duct (13) and inside the chamber (8),- a third position, adapted for letting flow said bypass airflow (F2) into the chamber (8), and an internal airflow (F3) along the auxiliary duct (12) and inside the chamber (8), and- a fourth position, adapted for letting flow only said internal airflow (F3) into the chamber (8),- wherein said airflows (F1 , F2, F3) are conveyed or blocked by means of a single motorized door device (7”) interfaced with a chamber inlet, the air intake channel (6), the auxiliary duct (12) and the bypass duct (13).

2. The motor-vehicle according to claim 1 , wherein the motorized door device (7”) comprises a first and a second rotating element (17,18) which can be rotated along the same axial direction, to obtain said different operating positions, in particular by opening or closing an outlet of the air intake channel (6), the passage of the bypass airflow (F2) from the bypass duct (13) to the chamber (8), the passage of the internal airflow (F3) from the auxiliary duct (12) to the chamber (8).

3. The motor-vehicle according to claim 2, wherein the first rotating element (17) is made in the form of a hollow main body, substantially cylindrical in shape, configured to be driven in rotation around an axial direction, wherein said hollow main body comprises a hollow base wall (17”), an upper wall defined by a hollow sector (17”) and a related solid sector (17”’), and a lateral surface defined by a lateral surface solid sector (19).

4. The motor-vehicle according to claim 3, wherein the second rotating element (18) is an auxiliary door mounted on the upper wall of the first rotating element (17) and hinged to a central fulcrum portion (20) of the hollow main body, wherein the auxiliary door can be driven in rotation to be superimposed onto said hollow sector (17”), by closing it completely, or onto said related solid sector (17”’), by leaving the hollow sector (17’”) at least partially open.

5. The motor-vehicle according to claim 4, wherein the door device (7”) comprises a single actuator adapted for directly driving the rotation of only one of said first and second rotating elements (17, 18).

6. The motor-vehicle according to claim 5, wherein said single actuator is arranged for driving the second rotating element (18), wherein the first and second rotating elements (17,18) comprise mutual engagement means suitable for constraining the second rotating element (18) to the firstrotating element (17), such that the first rotating element (17) is driven into rotation by the second rotating element (18).

7. The motor-vehicle according to claim 6, wherein in said first position of the door device (7”), the bypass airflow (F2) is blocked by the solid sector (17”’) and the auxiliary door, the internal airflow (F3) is blocked by the lateral surface solid sector (19) which closes the outlet of the auxiliary duct (12), and the external airflow (F1 ) flows from the air intake channel (6), laterally inside the hollow main body and through the hollow base wall (17’), to enter into the chamber (8).

8. The motor-vehicle according to claim 7, wherein in said second position of the door device (7”), the bypass airflow (F2) flows from the bypass duct (13) to the chamber (8), through the hollow sector (17”) and the hollow base wall (17’), the internal airflow (F3) is blocked by the lateral surface solid sector (19) which closes the outlet of the auxiliary duct (12), and the external airflow (F1 ) flows from the air intake channel (6), laterally inside the hollow main body and through the hollow base wall (17’), to enter into the chamber (8).

9. The motor-vehicle according to claim 8, wherein in said third position of the door device (7”), the external airflow (F1 ) is blocked by the lateral surface solid sector (19) which closes the outlet of the air intake channel (6), the bypass airflow (F2) flows from the bypass duct (13), laterally inside the hollow main body and through the hollow base wall (17’) to enter into the chamber (8), and the internal airflow (F3) flows from the auxiliary duct (12) through the hollow sector (17”) and the hollow base wall (17’).

10. The motor-vehicle according to claim 9, wherein in said fourth position of the door device (7”), the internal airflow (F3) flows from the auxiliary duct (12), laterally inside the hollow main body and through the hollow base wall (17’), to enter into the chamber (8), the bypass airflow (F2) is blocked by the solid sector (17’”) and the auxiliary door, and the external airflow (F1 ) is blocked by the lateral surface solid sector (19) which closes the outlet of the air intake channel (6).

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