CN117719545A - Device for reducing air resistance of railway vehicle - Google Patents
Device for reducing air resistance of railway vehicle Download PDFInfo
- Publication number
- CN117719545A CN117719545A CN202311055283.5A CN202311055283A CN117719545A CN 117719545 A CN117719545 A CN 117719545A CN 202311055283 A CN202311055283 A CN 202311055283A CN 117719545 A CN117719545 A CN 117719545A
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- CN
- China
- Prior art keywords
- cover device
- protective cover
- rigid support
- rail vehicle
- support element
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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- 230000001681 protective effect Effects 0.000 claims abstract description 107
- 230000008878 coupling Effects 0.000 claims abstract description 85
- 238000010168 coupling process Methods 0.000 claims abstract description 85
- 238000005859 coupling reaction Methods 0.000 claims abstract description 85
- 239000000463 material Substances 0.000 claims description 77
- 239000004753 textile Substances 0.000 claims description 8
- 238000005192 partition Methods 0.000 claims description 6
- 230000001066 destructive effect Effects 0.000 claims description 2
- 239000011248 coating agent Substances 0.000 description 3
- 238000000576 coating method Methods 0.000 description 3
- 229920002943 EPDM rubber Polymers 0.000 description 2
- 239000004433 Thermoplastic polyurethane Substances 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000004744 fabric Substances 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000004033 plastic Substances 0.000 description 2
- 229920003023 plastic Polymers 0.000 description 2
- 239000004800 polyvinyl chloride Substances 0.000 description 2
- 229920000915 polyvinyl chloride Polymers 0.000 description 2
- 230000000284 resting effect Effects 0.000 description 2
- 229920002803 thermoplastic polyurethane Polymers 0.000 description 2
- 229920000742 Cotton Polymers 0.000 description 1
- 239000004952 Polyamide Substances 0.000 description 1
- 239000004743 Polypropylene Substances 0.000 description 1
- 229920000297 Rayon Polymers 0.000 description 1
- VYPSYNLAJGMNEJ-UHFFFAOYSA-N Silicium dioxide Chemical compound O=[Si]=O VYPSYNLAJGMNEJ-UHFFFAOYSA-N 0.000 description 1
- 239000004760 aramid Substances 0.000 description 1
- 229920003235 aromatic polyamide Polymers 0.000 description 1
- 230000001174 ascending effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000001627 detrimental effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 229920002681 hypalon Polymers 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 229920002647 polyamide Polymers 0.000 description 1
- 229920000728 polyester Polymers 0.000 description 1
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- 229920001155 polypropylene Polymers 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 239000000741 silica gel Substances 0.000 description 1
- 229910002027 silica gel Inorganic materials 0.000 description 1
- 229920003051 synthetic elastomer Polymers 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/02—Construction details of vehicle bodies reducing air resistance by modifying contour ; Constructional features for fast vehicles sustaining sudden variations of atmospheric pressure, e.g. when crossing in tunnels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Vibration Dampers (AREA)
Abstract
The present application provides an apparatus for reducing air resistance of a rail vehicle. The invention relates to a rail vehicle head, wherein the rail vehicle head has a central buffer coupling with a free coupling end, such that the free coupling end can be connected to a further central buffer coupling of a further rail vehicle head, wherein the central buffer coupling extends along a longitudinal axis in a rest position, wherein the central buffer coupling is constructed and arranged such that the free coupling end can be pivoted relative to the longitudinal axis, wherein the rail vehicle head has a front bulkhead, wherein the front bulkhead radially surrounds at least a part of the central buffer coupling, such that a front opening, which is essentially directed in a longitudinal direction, is defined between the front bulkhead and the central buffer coupling. The invention further relates to a protective cover device for covering a front opening extending between a front bulkhead of a rail vehicle and a center bumper coupling.
Description
Technical Field
The invention relates to a rail vehicle head, wherein the rail vehicle head has a central buffer coupling with a free coupling end, such that the free coupling end can be connected to a further central buffer coupling of a further rail vehicle head, wherein the central buffer coupling extends along a longitudinal axis in a rest position, wherein the central buffer coupling is constructed and arranged in such a way that the free coupling end can pivot relative to the longitudinal axis, wherein the rail vehicle head has a front bulkhead, wherein the front bulkhead radially surrounds at least a part of the central buffer coupling, such that a front opening, which is essentially directed in the longitudinal direction, is defined between the front bulkhead and the central buffer coupling. The invention further relates to a protective cover device for covering a front opening extending between a front bulkhead of a rail vehicle and a center bumper coupling.
Background
Rail vehicles, particularly regional and urban rapid rail trains, typically have an open center buffer coupling at each of the two head ends of a section of articulated train. The center buffer coupler is used to connect multiple trains together to achieve a longer overall length train. During the running of the train, it is impossible for passengers to switch between trains.
The center bumper coupler is an integral part of the rail car head and is surrounded by a front bulkhead of the rail car head.
Typically, one rail car head with a center bumper coupler is located at each end of a train, so that the train can be coupled to other trains via both ends.
Thus, during the running of such a train, the rail vehicle head located in front, viewed in the running direction, has a central buffer coupling which is not coupled to the other central buffer coupling.
Since the central buffer coupling has limited mobility at least in the horizontal direction, the coupling can rotate during cornering, a front opening, which may also be referred to as a free space between the central buffer coupling and the front bulkhead, extends between the central buffer coupling of the rail vehicle head of the train or train section and the front bulkhead surrounding the central buffer coupling.
When traveling at speeds in excess of 50 km/h, turbulence occurs in the area of the front opening, thereby increasing the fluid resistance of the train. It has thus been found that the front opening is detrimental to the aerodynamics of the train. In particular, the front opening causes an increase in the fluid resistance when driving into the tunnel, since the air in the tunnel cannot be effectively squeezed out due to the front opening.
Disclosure of Invention
Against this background, it is an object of the invention to improve the aerodynamic properties of the rail vehicle head mentioned at the outset.
This object is achieved by a rail vehicle head as claimed and by a protective cover arrangement as claimed.
According to an embodiment of the rail vehicle head according to the invention, the rail vehicle head has a central buffer coupling with a free coupling end, such that the free coupling end can be connected with a further central buffer coupling of a further rail vehicle head, wherein the central buffer coupling extends in a stationary position along a longitudinal axis, wherein the central buffer coupling is constructed and arranged in such a way that the free coupling end can be pivoted relative to the longitudinal axis, wherein the rail vehicle head has a front partition, wherein the front partition radially surrounds at least a part of the central buffer coupling such that a front opening pointing substantially in a longitudinal direction is defined between the front partition and the central buffer coupling, wherein the rail vehicle head has a cover arrangement, wherein the cover arrangement is constructed and arranged in such a way that at least a part of the front opening is covered by the cover arrangement, wherein the cover arrangement comprises a through-hole aligned in the longitudinal direction, wherein the free coupling end passes from the inside to the outside through-hole or is substantially flush with the through-hole, wherein the cover arrangement has at least one first rigid support element, wherein the cover arrangement has at least one first textile-like material part and a second textile-like material part extending in such a way that the textile-like material part extends radially between the first textile-like material part and the first textile support element.
The combination of the rigid support element with the two textile-like material portions secures the cover device but at the same time enables the through-opening defined by the cover device to be moved. Thus, a protective cover device for a front opening can be provided which, due to the textile-like material portions used, can be moved together with the movement of the central buffer coupling, so that the movement of the central buffer coupling is not limited by the protective cover device. At the same time, however, due to the stiffening effect of the rigid support element, a strong axial compression or deformation of the cover device at high driving speeds can be avoided, so that the cover device can reduce the air resistance value of the rail vehicle. The latter in turn results in a train with better energy balance, thus saving resource consumption and improving economic efficiency.
In particular, the first and the second textile-like material portions may be two separate textile-like material panels.
The textile-like material part may comprise or consist of, inter alia, polyester, polyamide, aramid, polypropylene, cotton and/or viscose. However, other materials may be used. The fabric-like material portion may be a woven, knit, non-woven or non-crimped fabric (e.g., non-crimped thread fabric).
The fabric-like material portion may include a coating. The coating may comprise plastic. In particular, the coating comprises synthetic rubber, silica gel, chlorosulfonated polyethylene, TPU (thermoplastic polyurethane), EPDM (ethylene propylene diene monomer) and/or PVC (polyvinyl chloride).
The front opening may also be referred to as a head ring. The front opening may also be referred to as a head opening.
Within the scope of the present invention, the terms "radial" and "axial" refer to the longitudinal axis.
Within the scope of the present invention, the resting position of the central buffer coupling is understood to be that position of the central buffer coupling which is occupied by no external forces or by no external forces. In particular, the rest position may be a position in which the center bumper coupler extends parallel to the longitudinal direction of the rail vehicle.
According to one embodiment of the rail vehicle head according to the invention, the cover device is designed in such a way that it is connected to the front bulkhead by means of a radially outer edge of the cover device or is in close contact with the front bulkhead, wherein the cover device is designed in such a way that it is connected to the central buffer coupling by means of a radially inner edge of the cover device or is in close contact with the central buffer coupling.
This ensures that the front opening is adequately covered. In particular, the protective cover device can also be attached in a sealing manner to the front wall or to the front wall. In particular, the protective cover device can be connected to the front bulkhead while only abutting the central buffer coupling. This facilitates the mounting of the protective cover device.
According to one embodiment of the rail vehicle head according to the invention, the protective cover device is constructed and arranged in the rail vehicle head in such a way that the first rigid support element is axially spaced apart from the region of the first textile-like material portion and from the region of the second textile-like material portion. Thus, the first textile-like material portion may extend in a first axial direction from the first rigid support element, and the second textile-like material portion may extend in an opposite axial direction from the first rigid support element. This axially spaced arrangement of the rigid support member and the fabric-like material portion provides for a relatively high degree of mobility of the rigid support member, so that movement of the center bumper coupler can also be tracked by the rigid support member.
According to one embodiment of the railway vehicle head of the present invention, the center bumper coupler is pivotable in a first pivot direction perpendicular to the longitudinal axis, preferably in a horizontal direction, at a total rotation angle of up to 40 degrees. According to one embodiment of the railway car head of the present invention, the center bumper coupler is pivotable in a pivoting direction, preferably a horizontal direction, at a total rotation angle of up to 35 degrees. According to one embodiment of the railway vehicle head of the present invention, the center bumper coupler is pivotable in a pivoting direction, preferably a horizontal direction, at a total rotation angle of at most 30 degrees. This ensures that the rail vehicle has a sufficiently good cornering performance during regional traffic and makes the implementation of the protective cover device simple and economical.
According to one embodiment of the railway vehicle head of the present invention, the center bumper coupler is pivotable in a second pivot direction perpendicular to the longitudinal axis and perpendicular to the first pivot direction, preferably in a vertical direction, at a total rotation angle of at most 25 degrees. According to one embodiment of the railway car head of the present invention, the center bumper coupler is pivotable in a second pivot direction, preferably a vertical direction, at a total rotation angle of up to 20 degrees. According to one embodiment of the railway car head of the present invention, the center bumper coupler is pivotable in a second pivot direction, preferably a vertical direction, at a total rotation angle of up to 15 degrees. This ensures that the rail vehicle has a sufficiently good ascending performance during the traffic operation of the regional route and makes the implementation of the protective cover device simple and economical.
According to one embodiment of the railway vehicle head of the present invention, at least a portion of the first rigid support element is disposed within the front opening such that at least a portion of the first rigid support element is radially surrounded by the front bulkhead. This arrangement of rigid support elements has proven to be advantageous. This is because if the first rigid support element is arranged in the free space enclosed by the front bulkhead, it does not constitute an obstacle for any cables and/or compressed air ducts in most existing rail vehicle heads which extend along the central buffer coupling up to the free end of the central buffer coupling.
According to one embodiment of the railway vehicle head of the present invention, the first rigid support element is disposed outside the front opening such that the first rigid support element is in an axially spaced arrangement from the front bulkhead. This arrangement makes the construction of the protective cover device aerodynamically advantageous. For example, a plurality of rigid support elements and respective textile material portions disposed between two adjacent support elements may be disposed so as to taper with respect to the free end of the center bumper coupler. This results in a further reduction of the air resistance value of the rail vehicle.
According to one embodiment of the rail vehicle head according to the invention, the protective cover device has at least one second rigid support element, wherein the second rigid support element defines a through-hole minimum cross-sectional area, wherein the second rigid support element is constructed and arranged such that the central buffer coupling passes through the through-hole, wherein the central buffer coupling and the protective cover device are constructed and arranged such that a pivoting of the central buffer coupling relative to the longitudinal axis results in a change of the position and/or orientation of the second rigid support element. The second rigid support element may in particular be a rigid support element of the protective cover device, which is arranged closest to the central buffer coupling. Thereby, the movement of the central buffer coupling is correlated in a simple manner with the movement of the protective cover device.
According to one embodiment of the rail vehicle head according to the invention, the protective cover device comprises a first module, wherein the first module covers a first region of the front opening in the rest position of the central buffer coupling, wherein the protective cover device comprises a second module, wherein the second module covers a second region of the front opening in the rest position of the central buffer coupling, wherein the first region and the second region of the front opening do not completely overlap, wherein the first module of the protective cover device and the second module of the protective cover device can be connected to one another by means of a locking device and can be separated from one another in a non-destructive manner. The locking means may comprise, in particular, a screw connection and/or a click connection. The modular construction of the protective cover device enables a particularly smooth connection of the protective cover device to an already existing rail vehicle system. The modules may be configured in such a way that the module located outside is first connected to the front bulkhead and then the module located inside is connected to the module located outside. Because the individual modules are lighter in weight than the overall protective cover device, it is easier for the person installing the modules to properly align them.
According to one embodiment of the rail vehicle head according to the invention, the protective cover device is configured in such a way that the protective cover device substantially completely encloses the front opening. This ensures that there is less turbulence in the head area of the rail vehicle when the rail vehicle is traveling at high speeds of more than 50 km/h.
According to one embodiment of the railway vehicle head of the present invention, the center bumper coupler extends not only inside the front opening but also outside the front opening in the rest position. In particular, the protective cover device described in the present disclosure is advantageously suitable for rail vehicles with a central buffer coupling configured in this way.
According to one embodiment of the rail vehicle head according to the invention, the front bulkhead is substantially rigid, wherein the front bulkhead is preferably made of metal and/or inelastic plastic.
According to one embodiment of the rail vehicle head according to the invention, the rail vehicle head is constructed in such a way that the front opening cannot be closed or partially closed by the movable front cover.
The basic object of the invention is also achieved by a cover device for covering a front opening extending between a front bulkhead and a central buffer coupling of a rail vehicle, wherein the cover device is configured in such a way that at least a part of the front opening can be covered by the cover device, wherein the cover device has at least one first rigid support element, wherein the cover device has at least one first and a second textile material part, wherein the cover device is configured and arranged on the rail vehicle in such a way that the first textile material part can be arranged at least partially radially between the front bulkhead and the first rigid support element, wherein the cover device is configured in such a way that the second textile material part can be arranged at least partially radially between the central buffer coupling and the first rigid support element.
Such a cover device enables the air flow characteristics of a rail vehicle having a front opening to be advantageously improved by covering the front opening with the cover device.
According to an embodiment of the protective cover device according to the invention, the first textile-like material portion, the second textile-like material portion and the first rigid support element are integral parts of the bellows. Such a bellows may comprise a plurality of rigid support elements, each configured as a frame profile, wherein a portion of the textile-like material configured as a material web extends between each two adjacent frame profiles. The material web may be bent in a wave or corrugation shape in the vertical and horizontal directions. Two adjacent material webs are attached to each other by means of their respective ends and are accommodated in recesses in the frame profile. By clamping the frame profile, the two ends can be connected to each other and to the frame profile in a force-fitting manner. It has been shown that such a flap arrangement, which is constructed as a bellows, can be moved together particularly smoothly during the movement of the central buffer coupling, while at the same time ensuring a covering of the front opening.
According to one embodiment of the protective cover device according to the invention, the first and second textile-like material portions are constructed and arranged in such a way that they each have folds or corrugations. The corrugations and waves are particularly suitable for providing a smooth movability of the first rigid support element with respect to the other rigid support elements and/or with respect to the front bulkhead while ensuring a high axial rigidity and thus a low movability in the axial direction.
According to one embodiment of the protective cover device according to the invention, the folds or corrugations of the first material part and of the second material part are configured in such a way that the respective center of curvature of the folds or corrugations is arranged between the longitudinal axis and the apex of the folds or the apex of the corrugations. In other words, the corrugations or waves are outward.
Alternatively, according to a further embodiment of the protective cover device according to the invention, the folds or corrugations of the first material part and of the second material part are configured in such a way that the respective apex of the fold or corrugation is arranged between the longitudinal axis and the center of curvature of the fold or corrugation. In other words, the corrugations or waves are inward.
According to one embodiment of the protective cover device according to the invention, the protective cover device is designed such that it can be connected to the outside of the front wall or can be brought into close contact with the front wall, wherein the protective cover device is preferably designed such that it can be connected to the inside of the central buffer coupling or can be brought into close contact with the central buffer coupling. This allows a good connection with the front bulkhead to achieve an aerodynamically advantageous effect.
According to one embodiment of the protective cover device according to the invention, the first textile-like material part is connected to the first rigid support element in a form-fitting, force-fitting or material-fitting manner, in particular in a force-fitting manner, wherein the second textile-like material part is connected to the first rigid support element in a form-fitting, force-fitting or material-fitting manner, in particular in a force-fitting manner.
In particular, the rigid support element may have one or more grooves, into which the textile-like material portions are introduced and then clamped by deformation of the grooves. The deformation of the groove may be performed by, for example, hammering or pressing.
According to an embodiment of the protective cover device according to the invention, the first rigid support element is self-carrying. According to one embodiment of the protective cover device according to the invention, the protective cover device is self-supporting. Thus, in a separate position, the protective cover device has a shape and structure that is maintained without additional support from the outside. This is advantageous for the rigidity of the cover device, since the axially moving air flow generates a force.
According to an embodiment of the protective cover device according to the invention, the protective cover device has a plurality of rigid support elements, wherein the first textile-like material portion or the second textile-like material portion extends between two rigid support elements of a pair of adjacent rigid support elements. The mobility of the through-hole, and thus of the central buffer coupling through the through-hole, and the associated mobility of the support elements relative to one another can be increased by means of a plurality of rigid support elements.
According to one embodiment of the protective cover device according to the invention, the first rigid support element is a closed ring, wherein the ring surrounds a circular, oval or polygonal, in particular rectangular, cross section. According to one embodiment of the protective cover device according to the invention, all rigid support elements of the protective cover device are closed rings. It has been found that closed rings, in particular those having a rectangular cross section (also referred to as frames), have an advantageous rigidity to the protective cover device.
According to one embodiment of the protective cover device according to the invention, the two rigid support elements of a pair of adjacent rigid support elements are connected to each other only by the intermediate textile-like material portion. Thus, low cost manufacture can be achieved without the need for additional connecting elements.
According to one embodiment of the protective cover device according to the invention, the two rigid support elements of a pair of adjacent rigid support elements are arranged coaxially to each other. According to an embodiment of the protective cover device according to the invention, substantially all of the rigid support elements of the protective cover device are arranged coaxially to each other. This advantageously allows for good movability of two adjacent rigid support elements relative to each other.
According to an embodiment of the protective cover device according to the invention, the protective cover device comprises a plurality of rigid support elements, wherein the plurality of rigid support elements together form a pyramid shape or a cone. This also results in a high mobility of the through-holes in the vertical and horizontal directions with little material effort.
According to one embodiment of the protective cover device according to the invention, the protective cover device has 4 to 18 rigid support elements. According to one embodiment of the protective cover device according to the invention, the protective cover device has 8 to 14 rigid support elements. It has been found that such a number of rigid support elements is well suited to provide the necessary through-hole mobility for the center buffer coupler of a regional train while also making manufacture and installation simple and inexpensive.
According to one embodiment of the protective cover device of the present invention, the axial distance between the two support elements of each pair of axially adjacent rigid support elements is at least 0.5cm. According to one embodiment of the protective cover device of the invention, the axial distance between the two support elements of each pair of axially adjacent rigid support elements is at least 1cm. These minimum parameter values ensure good movability of the rigid support elements relative to each other.
According to one embodiment of the protective cover device according to the invention, the axial distance between the two support elements of each pair of axially adjacent rigid support elements is at most 10cm. According to one embodiment of the protective cover device according to the invention, the axial distance between the two support elements of each pair of axially adjacent rigid support elements is at most 5cm. According to one embodiment of the protective cover device according to the invention, the axial distance between the two support elements of each pair of axially adjacent rigid support elements is at most 3cm. These maximum parameter values ensure good rigidity of the protective cover device.
According to one embodiment of the cover device according to the invention, the cover device extends over a total area of at most 6m 2 。
According to one embodiment of the cover device according to the invention, the cover device extends over a total area of at most 4m 2 。
According to one embodiment of the protective cover device according to the invention, the two rigid support elements of a pair of adjacent rigid support elements are connected to each other only by the intermediate textile-like material portion.
It will be appreciated that only the features described in the above description in association with and separately from the protective cover device according to the invention may also constitute features of the protective cover device according to the invention which is an integral part of the rail vehicle head. At the same time, only the features of the protective cover device described in connection with the superordinate unit rail vehicle head also constitute optional features of the separately constructed embodiment of the protective cover device according to the invention.
Drawings
Other advantages, features and areas of applicability of the present invention will become apparent from the following description of embodiments thereof and the accompanying drawings. In the drawings, like elements are denoted by like reference numerals.
Fig. 1 is a diagram of one embodiment of a rail vehicle head mounted with a protective cover device according to the present invention.
Figure 2 is an isometric view of the interior of one embodiment of a protective cover device according to the present invention.
Figure 3 is an isometric view of the exterior of the embodiment shown in figure 2.
Figure 4 is a cross-sectional view of one embodiment of a protective cover device according to the present invention.
List of reference numerals
1. Rail vehicle head
2. Center buffer coupler
3. Coupler end
4. Front partition board
5. Rigid support member
6. Fabric-like material portion
7. Protecting cover device
8. Outer edge of protective cover device
9. Inner edge of protective cover device
10. First module
11. Second module
12. Locking device
13. Rigid fastening element
14. Through hole
15. First position of the web-like material portion
15a second position of the web-like material portion
Detailed Description
Fig. 1 shows a rail vehicle head 1 with an open center bumper coupler 2. A protective cover arrangement 7 according to the present disclosure is located between the central cushion coupler 2 and the front bulkhead 4. In an embodiment, the cover device 7 comprises a plurality of rigid support elements 5, wherein each pair of adjacent rigid support elements 5 is connected by a textile-like material portion 6, which material portion forms a regular corrugation in a resting state. The rigid support element 5 is configured as a closed rectangular frame with rounded corners. The material portions extending between two adjacent frames form regular corrugations in the vertical and horizontal directions, respectively.
The protective cover device is constructed in such a way that the central buffer coupling 2 passes through the through-hole of the rigid support element 5, while the coupling end 3 is still visible and accessible from the outside. The outer surface of the first rigid support element 5 is connected to the front bulkhead 4 of the railway vehicle head 1 by the outer edge of the cover device 8. From this starting point, the cover device 7 extends inwardly in a funnel-shaped manner to the central buffer coupling 2.
As long as another rail vehicle is connected to the vehicle shown by the coupler end 3 and subsequently moves, the center bumper coupler 2 will also move horizontally due to cornering and vertically due to uphill driving. The cover device 7 can also follow movements, for example in a right turn, due to the corrugated textile-like material portions 6 between the individual rigid support elements 5. In this case, the side of the cover device 7 located inside the bend is increasingly pressed, so that the corrugation of the textile-like material section 6 located inside the bend covers a smaller area of the front opening in this way. At the same time, the side of the cover device 7 outside the bend is caused to be stretched. Thus, by the movement space provided by the corrugated arrangement of the textile material sections 6, a protective cover device is provided which moves together with the horizontal movement of the central buffer coupling.
Fig. 2 shows the inner side of the protective cover device 7 in one possible embodiment. The inner side comprises a number of axially consecutively arranged rigid support elements 5, which are interconnected by a textile-like material portion 6. The grouping of rigid support elements 5 and the associated textile-like material portions 6 may form a module that extends between two rigid support elements defining the module. In the application example, the cover device 7 comprises two such modules which are connected to one another by means of a locking device 12.
The locking device 12 may in particular comprise a connecting element forming a form fit.
In the embodiment shown here, the first module 10 is an internally located module. When the cover device is embodied as an integral part of the rail vehicle head as shown in fig. 1, the first module 10 forms a through-hole 14 with the inner edge 9 of the cover device 7 (and also with the inner edge of the module 10), through which the central buffer coupling 2 passes. In the present application example, the second module 11 is an externally located module. As shown in fig. 1, the second module is fastened to the front bulkhead 4 of the rail vehicle head 1 by the outer edge 8 of the cover device 7. The outermost element of the second module 11, which is directly connected to the front bulkhead 4, is a rigid fastening element 13.
Fig. 3 shows a rear view of the embodiment of the protective cover device 7 shown in fig. 2. From this angle it is seen that the rigid support element 5 located inside, which defines with the inner edge of the cover device 9 a through hole 14 of the central buffer coupling 2. The remaining rigid support elements 5, which together with the textile-like material portion 6 form the first and second modules 10, 11, are only slightly visible through the through-holes 14. Likewise, only a part of the locking means 12 is visible, which connects the two modules together by means of the rigid support element 5.
Figure 4 shows a vertical cross-section of one embodiment of the protective cover device 7. The cover device comprises a first module 10 which is connected to a second module 11 by means of a locking device 12. The modules 10, 11 are each composed of a textile-like material portion 6 and a rigid support element 5 arranged in a corrugated manner. The outermost element of the second module is a rigid fastening element 13 which can be fastened to the front bulkhead 4 of the rail vehicle head 1 by the outer edge of the cover device 8.
Fig. 4 shows the inner textile-like material section 6 of the first module 10 in two different positions 15, 15 a. The first position 15 of the inner textile material section 6 shows it in the rest position of the cover device 7, i.e. when the central buffer coupling 2 (shown in fig. 1) passing through the through hole 14 is in the rest position. The second position 15a shows the characteristics of the protective cover device 7 when it is displaced from its rest position, for example by means of a vertical rotation through the central buffer coupling 2 of the through-hole 14.
In the embodiment shown in fig. 4, the rigid support element 5 is a frame profile with a U-shaped cross section. In the recess formed by the U-shaped cross section, the two adjacent ends of the two textile-like material portions 6 are fixed in such a way that the two textile-like material portions 6 can form folds or waves. In the case of a vertical offset of the through-opening 14 (caused by a vertical rotation of the central buffer coupling 2), the internally located support element 5 is displaced in the vertical direction, which rests or can rest against the central buffer coupling 2 by the inner edge 9 of the protective cover device 7. The textile-like material sections 6 fixed in the grooves can also follow this movement. In a further sequence, the unfolding of the textile-like material section 6 causes a vertical movement of the next adjacent rigid support element 5. Thus, a series of relative movements of the rigid support element 5 may occur, so that the front opening is covered while the central buffer coupling 2 is moved.
Claims (15)
1. A head of a railway vehicle,
wherein the rail vehicle head has a central buffer coupling with a free coupling end, such that the free coupling end can be connected with another central buffer coupling of another rail vehicle head,
wherein the center buffer coupling extends along a longitudinal axis in a rest position,
wherein the center bumper coupler is constructed and arranged such that the free coupler end is pivotable relative to the longitudinal axis,
wherein the railway vehicle head is provided with a front baffle plate,
wherein the front bulkhead radially surrounds at least a portion of the central cushion coupler such that a front opening is defined between the front bulkhead and the central cushion coupler that is directed substantially in a longitudinal direction,
wherein the rail vehicle head is provided with a protecting cover device,
wherein the cover means is constructed and arranged such that at least a portion of the front opening is covered by the cover means,
wherein the cover means comprises through holes aligned in the longitudinal direction,
wherein the free coupler end passes through the through hole from inside to outside or is substantially flush with the through hole,
wherein the protective cover device has at least one first rigid support element,
wherein the protective cover device has at least a first textile-like material portion and a second textile-like material portion,
wherein the cover device is constructed and arranged on the rail vehicle in such a way that the first textile-like material portion extends radially at least partially between the front bulkhead and the first rigid support element,
wherein the protective cover device is configured in such a way that the second textile material portion extends radially at least partially between the central buffer coupling and the first rigid support element.
2. The rail vehicle head of claim 1,
wherein the protective cover device is constructed in such a way that the protective cover device is connected with the front baffle plate through the radial outer edge of the protective cover device or is tightly attached to the front baffle plate,
wherein the protective cover device is configured in such a way that the protective cover device is connected to the central buffer coupling via a radially inner edge of the protective cover device or is in close contact with the central buffer coupling.
3. The rail vehicle head of any one of the preceding claims,
wherein the cover device is configured and arranged within the rail vehicle head such that the first rigid support element is axially spaced from the region of the first textile-like material portion and is axially spaced from the region of the second textile-like material portion.
4. The rail vehicle head of any one of the preceding claims,
wherein at least a portion of the first rigid support element is disposed within the front opening such that at least a portion of the first rigid support element is radially surrounded by the rail vehicle head.
5. The rail vehicle head of any one of the preceding claims,
wherein the protective cover device has at least one second rigid support element,
wherein the second rigid support member defines a through-hole,
wherein the second rigid support member is constructed and arranged such that the center bumper coupler passes through the through hole,
wherein the central buffer coupling and the protective cover device are constructed and arranged in such a way that a pivoting of the central buffer coupling relative to the longitudinal axis results in a change of position and/or orientation of the second rigid support element.
6. The rail vehicle head of any one of the preceding claims,
wherein the protective cover device comprises a first module, wherein the first module covers a first area of the front opening,
wherein the protective cover device comprises a second module, wherein the second module covers a second area of the front opening,
wherein the first and second regions of the front opening do not completely coincide,
wherein the first module of the cover device and the second module of the cover device are connectable to each other by a locking device and are detachable from each other in a non-destructive manner.
7. A protective cover device for covering a front opening extending between a front bulkhead and a center bumper coupler of a rail vehicle,
wherein the cover means comprises through holes aligned in the longitudinal direction,
wherein the cover device is configured in such a way that at least a part of the front opening can be covered by the cover device,
wherein the protective cover device has at least one first rigid support element,
wherein the protective cover device has at least a first textile-like material portion and a second textile-like material portion,
wherein the cover device may be constructed and arranged on the rail vehicle in such a way that the first textile-like material portion may be arranged at least partially radially between the front bulkhead and the first rigid support element,
wherein the protective cover device is configured in such a way that the second textile-like material portion can be arranged at least partially radially between the central buffer coupling and the first rigid support element.
8. A protective cover device according to claim 7,
wherein the first textile-like material portion, the second textile-like material portion, and the first rigid support element are integral parts of a bellows.
9. A protective cover device according to claim 7 or 8,
wherein said first and second web-like material portions are constructed and arranged in such a way that each has folds or corrugations,
wherein the folds or corrugations of the first material part and the second material part are preferably configured in such a way that the respective center of curvature of the folds or corrugations is arranged between the longitudinal axis and the apex of the folds or the apex of the corrugations.
10. The protective cover device according to any one of claims 7 to 9,
wherein the protective cover device is configured in such a way that it can be connected to the outside of the front partition or can be in close contact with the front partition,
the protective cover device is preferably designed such that it can be connected to the inside of the central buffer coupling or can be attached to the central buffer coupling.
11. The protective cover device according to any one of claims 7 to 10,
wherein the first material portion is connected to the first rigid support element in a form-fitting, force-fitting or material-fitting manner, in particular in a force-fitting manner,
wherein the second material portion is connected to the first rigid support element in a form-fitting, force-fitting or material-fitting manner, in particular in a force-fitting manner.
12. The protective cover device according to any one of claims 7 to 11,
wherein the first rigid support element is self-supporting,
wherein preferably the entire protective cover device is self-supporting.
13. The protective cover device according to any one of claims 7 to 12,
wherein the protective cover device has a plurality of rigid support elements,
wherein the first or second web-like material portion extends between two rigid support elements of at least one pair of adjacent rigid support elements.
14. The protective cover device according to any one of claims 7 to 13,
wherein the first rigid support element is a closed ring, wherein the ring surrounds a circular, oval or polygonal, in particular rectangular, cross-section,
wherein preferably all rigid support elements are closed loops.
15. The rail vehicle head of any one of claims 1 to 6,
wherein the protective cover device is constructed according to any one of claims 7 to 14.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP22196184.0A EP4339054A1 (en) | 2022-09-16 | 2022-09-16 | Device for reducing the aerodynamic drag of railway vehicles |
| EP22196184.0 | 2022-09-16 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117719545A true CN117719545A (en) | 2024-03-19 |
Family
ID=83360884
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311055283.5A Pending CN117719545A (en) | 2022-09-16 | 2023-08-21 | Device for reducing air resistance of railway vehicle |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US20240101163A1 (en) |
| EP (1) | EP4339054A1 (en) |
| CN (1) | CN117719545A (en) |
| CA (1) | CA3212511A1 (en) |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR857108A (en) * | 1938-06-29 | 1940-08-26 | Scharfenbergkupplung A G | Protective enclosure for the couplings of railway wagons |
| EP2524850B1 (en) * | 2011-05-20 | 2014-03-05 | Voith Patent GmbH | Device for sealing an opening in the front area of a rail-bound vehicle as needed, nose cone module with such a device and rail-bound vehicle with such a nose cone module |
| DE102016219267A1 (en) * | 2016-10-05 | 2018-04-05 | Voith Patent Gmbh | Schienenfahrzeugbug |
| DE102018114245A1 (en) * | 2018-06-14 | 2019-12-19 | Voith Patent Gmbh | Schienenfahrzeugbugnase |
| CN215398659U (en) * | 2021-07-22 | 2022-01-04 | 中车长春轨道客车股份有限公司 | Ice and snow preventing device for high-speed train reconnection end |
-
2022
- 2022-09-16 EP EP22196184.0A patent/EP4339054A1/en active Pending
-
2023
- 2023-08-21 CN CN202311055283.5A patent/CN117719545A/en active Pending
- 2023-09-06 US US18/461,872 patent/US20240101163A1/en active Pending
- 2023-09-14 CA CA3212511A patent/CA3212511A1/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| US20240101163A1 (en) | 2024-03-28 |
| CA3212511A1 (en) | 2024-03-16 |
| EP4339054A1 (en) | 2024-03-20 |
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