CN216359909U

CN216359909U - Brake resistor, brake resistor device and vehicle

Info

Publication number: CN216359909U
Application number: CN201990001110.6U
Authority: CN
Inventors: J.布里塞; J.奎因特; A.鲁特
Original assignee: Siemens Mobility GmbH
Current assignee: Siemens Mobility GmbH
Priority date: 2018-10-25
Filing date: 2019-10-01
Publication date: 2022-04-22
Anticipated expiration: 2029-10-01
Also published as: EP3856562A1; WO2020083620A1; DE102018218296A1; RU208396U1

Abstract

The utility model relates to a brake resistor for arrangement in a section of a housing of an electrically driven vehicle or in the immediate vicinity of such a section, a brake resistor device and a vehicle, the brake resistor being characterized in that the brake resistor has a plurality of brake resistor elements arranged parallel to one another, the brake resistor elements each being formed by a tubular jacket having an electrical conductor arranged therein and embedded in a thermally conductive, electrically insulating material, the jacket being formed by the thermally conductive material.

Description

Brake resistor, brake resistor device and vehicle

Technical Field

The utility model relates to a brake resistor for an electric brake of an electrically driven vehicle, a brake resistor device and a vehicle having such a brake resistor device.

Background

DE 102017207274B 3 discloses a braking resistor for a vehicle, in particular for a rail vehicle in the high-speed range, which forms a continuously closed section of the vehicle hull, in particular, which is surrounded externally by the traveling wind during the movement of the vehicle, or is arranged in the vicinity of such a section. The brake resistor outputs heat to the driving wind or the ambient air, mostly by convection. The braking resistor has, for example, electrical conductors which are arranged on the surface or embedded in a thermally conductive but electrically non-conductive material.

SUMMERY OF THE UTILITY MODEL

The object of the utility model is to provide an embodiment of a brake resistor which is suitable for arrangement in a section of a housing of a rail vehicle corresponding to a known brake resistor.

This object is achieved by a brake resistor, a brake resistor device and a vehicle according to the utility model. Corresponding further embodiments are explained in the following description.

According to a first aspect of the utility model, a brake resistor for arrangement in a section of a vehicle body shell of an electrically driven vehicle or in the immediate vicinity of such a section is characterized in that the brake resistor has a plurality of brake resistor elements arranged parallel to one another, each brake resistor element being formed by a tubular jacket which is formed from a thermally conductive material and has an electrical conductor arranged therein and embedded in a thermally conductive, electrically insulating material.

By means of the configuration according to the utility model of the braking resistor with tubular braking resistor elements arranged parallel to one another, a significantly smaller overall height can advantageously be achieved than with externally ventilated braking resistors which are usually installed in rail vehicles. In particular, when the brake resistor is arranged in the roof region of a passenger compartment of the rail vehicle, this makes it possible to meet the more stringent requirements set by the clearance limit with respect to the permissible height of the rail vehicle, without the space height available in the passenger compartment interior having to be reduced.

The structure of the braking resistor element corresponds, for example, to the structure of a known tubular heating body. Due to their widespread use, they are available relatively inexpensively and in a flexible design, as a result of which the costs of such brake resistors can be advantageously reduced. Such tubular heating bodies are usually composed of a tube of a specific diameter, in which an electrical conductor is embedded in a thermally conductive but electrically insulating material. The pipe is made of metal or metal alloy, in particular aluminum or stainless steel, while ceramic or ceramic-containing composite materials, in particular magnesium oxide, are used as thermally conductive and electrically insulating materials. The tube has a circular cross section, for example, on account of simpler production, but in the same way a polygonal cross section is conceivable, wherein this shape is achieved, for example, by subsequent deformation.

The number of brake resistor elements and their respective lengths are configured in particular as a function of the electrical energy which is generated by the drive motor of the vehicle from the kinetic energy, which is supplied to the respective element and which can be converted into thermal energy by the respective element, and the size of the section which is available on the vehicle shell in which the brake resistors are to be arranged.

In accordance with an embodiment of the first aspect, the braking resistor element is designed to dissipate heat primarily into the traveling wind which is formed during the movement of the vehicle and which flows around the braking resistor element.

In accordance with the brake resistor described at the beginning, the brake resistor according to the utility model is designed to dissipate heat, mainly by convection, to the traveling wind or ambient air around the surface of the flow brake resistor. This preferably takes place effectively during the movement of the vehicle, however, the heat stored in the brake resistor element is also output to the ambient air when the vehicle is stationary, in which case electrical energy is usually no longer input.

A second aspect of the utility model relates to a brake resistor arrangement for arrangement in a section of a vehicle shell or in the vicinity of such a section, having a brake resistor and a fastening device, the brake resistor having a plurality of brake resistor elements arranged parallel to one another, the brake resistor elements each being formed by a tubular jacket having an electrical conductor arranged therein and embedded in a thermally conductive, electrically insulating material, the jacket being formed by the thermally conductive material; the fastening device serves to fix the brake resistor element to the vehicle in a positionally stable manner, so that the brake resistor element is aligned at least substantially parallel to the longitudinal axis of the vehicle.

In addition to the brake resistor according to the first aspect of the utility model, a fastening device is provided by means of which the brake resistor element is arranged on the vehicle, so that the brake resistor element on the one hand facilitates fluid attachment to the vehicle shell and on the other hand enables effective heat dissipation.

According to a configuration of the second aspect, the fastening device is provided with a fastening support and at least one floating support for each braking resistance element.

If the braking resistor element is designed in a manner corresponding or similar to known tubular heating elements, the heating leads to an expansion of the element at least in length on the basis of the electrical energy input. In order to avoid the compression resulting from such expansion, the fixing device is provided with one or more floating abutments for each braking resistance element in addition to the fixed abutments, which on the one hand ensure a fixed position in principle in order to prevent, for example, a movement of the element in the longitudinal or transverse direction, but on the other hand allow such a length expansion. The fixed bearing can be arranged here, for example, in the region of an end of the braking resistor element, while the floating bearing is arranged in the region of the other end, so that the braking resistor element can expand in length in the direction of this end. However, in the case of a greater length of the braking resistor element, it is advantageous if the fixed bearing is arranged in the middle region of the braking resistor element and the floating bearing is arranged in each case in the two end regions. The floating support enables expansion of the length of the element in the direction of both ends.

The fixed support can be realized here, for example, as a clip which surrounds at least an upper part of the jacket of the braking resistor element, while the one or more floating supports can be realized, for example, as a retaining clip which surrounds a lower and/or lateral part of the jacket of the braking resistor element. In particular, when enclosing the upper part of the sheath, it is noted that the material of the clip has only a limited height in order to not impair the flow behavior of the driving wind as far as possible, or to prevent a tearing air flow and thus to reduce the convection efficiency. Furthermore, in order to only slightly influence the efficiency of the removal of heat by the fastening means, the fastening means should preferably also be made of a thermally conductive material, for example a metal or a metal alloy. The fixed and floating supports should furthermore enable simple removal of the braking resistor element from the braking resistor, so that simple and inexpensive replacement of the relevant element in the event of damage or failure is possible. If the bypass flow of the braking resistor is also arranged below the braking resistor element, the fixed and floating support should preferably also be designed in this region, so that a flow through is possible.

According to a further embodiment of the second aspect, the fastening device arranges the braking resistor elements in parallel and at a specific distance from one another, so that the braking resistor elements are completely surrounded by the traveling wind.

By providing a specific distance between the brake resistor elements arranged in parallel, the surface of the jacket of the respective brake resistor element available for convection is increased compared to an arrangement of the parallel brake resistor elements directly abutting one another. Here, the intensity of the streaming wind can be controlled by appropriately selecting the distance.

According to a further embodiment of the second aspect, the braking resistor arrangement has a shielding element arranged below the braking resistor element in a specific distance.

The shielding element, which is arranged below at least the main length of the braking resistor, is formed, for example, by a shielding plate or a shielding plate made of metal, metal alloy or composite material, in particular a composite material based on glass fibers, carbon fibers or mica. On the one hand, the shielding element can advantageously be used to guide air in order to conduct away the heat formed below the braking resistance element. On the other hand, the shielding element can also be used for example for heat shielding of the vehicle body located below, so that a strong heating of the brake resistor during the braking phase does not or only slightly influence the temperature of the vehicle body. The shielding element can furthermore be designed to drain water into the region below the braking resistor or to ensure that water in this region cannot penetrate into adjacent regions. The latter can be realized, for example, by the shape of the basin of the shielding element, which is closed, for example, on the longitudinal sides with a cover element of the housing of the vehicle and closes one or more outlets for the outflow of the accumulated water. In particular, the shielding element can also have a profile in the end region for the positionally stable support of the braking resistor elements, whereby the braking resistor elements are arranged in particular at a specific distance from one another and from the shielding element. Viewed on the broad side, such profiling can together produce a comb-like structure with tips (Zinken) adapted to the cross-sectional shape of the braking resistor element, which contact at least one lower and in particular lateral region of the surface of the element. In addition or alternatively, a support device can be fastened to the shielding element, which support device likewise serves for the positionally stable support of the braking resistance element.

According to a further embodiment of the second aspect of the utility model, the brake resistor arrangement has an air guide element arranged in the end region of the brake resistor on the longitudinal side for guiding the running wind below the brake resistor element.

Such an air-guiding element can provide that a part of the traveling wind which flows around the housing of the vehicle is preferably guided in a front portion of the brake resistor, as viewed in the direction of travel, below the brake resistor elements and, if appropriate, between the brake resistor elements, and the heat formed there is guided in a rear portion of the brake resistor again above the brake resistor elements. In particular in the case of the aforementioned embodiment with a specific distance between the brake resistor elements arranged parallel to one another, the air guiding elements can advantageously be used to guide the traveling wind into the intermediate space between the respectively adjacent brake resistor elements. Preferably, the air guiding elements are identically designed in both end regions in order to fulfill the desired function, in particular in both directions of travel, which are customary in rail vehicles. The air guide element or the air guide elements can for example together form a ramp which, proceeding from a cover element of the housing, descends at a suitable angle and reaches the shielding element, the cover element being adjacent to a section of the braking resistor.

According to a further embodiment of the second aspect, in particular based on the two aforementioned embodiments, the air guiding element is fixed on the covering element and/or on the shielding element, respectively, of the housing of the vehicle, arranged adjacent to the shielding element, or is formed as part of the shielding element.

Preferably, the air guiding element is arranged such that as little disturbance as possible of the air flow of the travelling wind occurs. In this case, the air-guiding element can also partially cover the respective end region of the braking resistor, so that, in particular in this region, no additional disturbance of the air flow occurs due to the shape of the braking resistor element or the impact of the traveling wind on the end of the braking resistor element. Furthermore, the air guiding elements arranged in the respective end regions of the braking resistor are embodied, for example, in two parts, with upper and lower elements, so that, after removal of the upper elements, a free inlet opening for the braking resistor elements can be formed. The lower part of the air guiding element can also be formed, for example, by a shielding element, for example by a corresponding bending of the end region of the shielding plate material.

A third aspect of the utility model finally relates to a vehicle, in particular a single-or multi-track train, which has at least one brake resistor arrangement according to the second aspect of the utility model.

The brake resistor device according to the utility model can advantageously be installed in other vehicles, such as electrically driven buses, trams and passenger traffic, in addition to trains.

According to a third aspect, if the vehicle is designed as a multi-section vehicle, the brake resistor devices are arranged on at least two compartments.

In particular in the case of large braking powers of electrically operated brake systems of vehicles, which are required, for example, in trains, in particular for the high-speed range, a plurality of brake resistor systems according to the utility model can advantageously also be arranged in each case on one or more cars of the train.

Drawings

The present invention will be described in detail with reference to examples. Here:

FIG. 1 shows a schematic side view of a multi-linked rail vehicle having a brake resistance device according to the present invention;

FIG. 2 shows a schematic side view of a multi-section rail vehicle having a plurality of brake resistance devices;

fig. 3 shows a schematic top view of a part of a braking resistor according to the utility model;

fig. 4 shows a schematic side view of a brake resistor arrangement;

fig. 5 shows a partial section of a schematic side view of the brake resistor arrangement of fig. 4;

fig. 6 shows a schematic front view of a supporting and fixing brake resistor element; and is

Fig. 7 shows a further schematic front view of the supporting and fixing of the braking resistor element.

For reasons of clarity, the same reference numerals are used throughout the figures for identical or nearly identical components.

Detailed Description

Fig. 1 shows a schematic side view of a rail vehicle, which is designed as an exemplary electric train TZ. The train is generally composed of two end cars EV and a number of intermediate cars MW arranged between the end cars, wherein the two end cars EW can also be coupled directly to one another. The end carriages EW and the intermediate carriages MW each have a vehicle body WK which is supported on rails of the railway network by means of a frame, in particular a bogie. In fig. 1, the end car EW illustratively has two power trucks TDG, while the middle car has two idler trucks LDG. The power bogie TDG differs from the jockey bogie LDG in particular in that one or more axles of the bogie are driven by an electric or traction motor and are therefore responsible for the propulsion of the rail vehicle. Other known arrangements or designs of the frame may be used in the same manner.

Further components of the electric drive system of the train are usually arranged in the end car EW or distributed over the end car EW and one or more intermediate cars MW. At least one of the cars therefore has a pantograph, not shown, in the region of the roof of the vehicle, which pantograph is connected to the overhead line on which an alternating or direct voltage is present. In the case of an existing alternating voltage, the alternating voltage is usually transformed to a lower voltage level by means of a transformer. A rectifier, which is placed after the transformer, converts the alternating voltage into a direct voltage, which is used to supply a so-called direct voltage intermediate circuit. One or more traction inverters and so-called auxiliary operating converters for auxiliary operation, for example for lighting and temperature control of the interior of the vehicle cabin, are supplied by the intermediate circuit. The traction inverter in turn supplies one or more traction motors, wherein the desired rotational speed and torque of the traction motors in the power bogie are controlled by means of the voltage level and frequency.

In a known manner, the traction motor can also be used to brake the train during the power generating operation. This function is called electric braking. The electrical energy generated from the kinetic energy of the rail vehicle during braking can be fed into the overhead line and used by other electrically driven rail vehicles. If such feedback into the overhead line is not possible, one or more braking resistors BW are used to convert the electrical energy into thermal energy.

In fig. 1, the brake resistor BW is exemplarily arranged in a roof region, i.e., a roof of the vehicle body WK of the end car EW. In addition to the brake resistor BW, further components, for example a pantograph, further high-voltage components and in particular an air conditioning system for tempering the interior of the vehicle body WK, can also be arranged in the roof region. The cover element VE fixed to the vehicle body WK serves, in particular in high-speed trains, to cover or wrap the components arranged on the roof of the vehicle body WK, in order to configure the shell FH of the train TZ as optimally as possible aerodynamically, while fulfilling the requirements of clearance limits. Such a cover element VE is usually made of a composite material and can also be arranged in the same manner in the region below the floor, i.e. in the region below the vehicle body WK.

According to fig. 1, the braking resistor BW itself forms a section a of the vehicle body shell FH which is aligned as far as possible with the covering element VE and is aerodynamically flowed around by the traveling wind FW while the train TZ is moving, with as little turbulence as possible. In addition, the brake resistor BW is not operated in an auxiliary manner, i.e., the brake resistor does not have a mechanically movable part for influencing the air flow or the driving wind FW passing through the section a or the hull FH, in particular does not have a fan or an adjustable valve. If the train TZ is decelerated by means of an electric brake while traveling in the arrow of the travel direction FR, a braking current is fed into the braking resistor BW by the electric brake or by the traction motor, and the braking current causes the braking resistor BW to heat up. The heat is preferably output to the flow-around casing FH and thus to the driving wind FW of the section a or to the ambient air by convection in a large proportion, in particular over 90%.

The advantage of the brake resistor BW according to the utility model or of the brake resistor device BWV according to the utility model is that a significantly smaller overall height can be achieved in comparison with known forced-air brake resistors. This structural height is, for example, approximately 150mm compared to the required structural height of approximately 400mm of known externally ventilated brake resistors. The overall height of the vehicle body WK and thus the height of the interior space available for the passengers in the vehicle body interior can thereby be increased, which is advantageous in particular with regard to the limited clearance in height.

Fig. 2 shows an alternative embodiment of the train TZ of fig. 1, each having a plurality of brake resistor devices BWV arranged in the roof region of the end cars EW and the adjacent intermediate cars MW. In particular in trains for the high speed range, which should also use only or at least mainly regenerative braking during full braking from high speeds, a high power consumption of the brake resistor is required. To enable this power dissipation capability, a plurality of braking resistors may be provided, arranged on the end cars EW and intermediate cars MW according to the space available in the roof area of the end cars EW and intermediate cars MW. As shown in the example of fig. 2, the brake resistor device BWV may also be arranged here on an intermediate carriage MW which is not driven per se. In this case, the respective route is guided over a car transition between two adjacent cars EW, MW.

Fig. 3 schematically shows a top view of a portion of the brake-resistor device BWV arranged in section a of the vehicle shell. The braking resistor BW is formed by a plurality of braking resistor elements BWE which are arranged parallel to one another and are mounted in a positionally stable manner. The structure of the respective braking resistance element BWE may in this case correspond substantially to the structure of known tube heating elements with electrical conductors embedded in a thermally conductive and thermally accumulating, however electrically insulating material, for example magnesium oxide. The braking resistor element can be heated without damage to a maximum of 600 or 800 c, depending on the material selected. The heat generated by the electrical energy fed into the conductor is dissipated by natural convection by means of the driving wind FW of the circumferential braking resistance element BWE. The braking resistor elements BWE may, for example, have a length of 3000mm and an outer diameter of 20mm, wherein adjacent braking resistor elements BWE are, for example, spaced apart from each other by 2 mm. Each brake-resistive element BWE may convert a maximum of 10kw of electrical power into heat in such a size that, for example, 60 brake-resistive elements BWE may form a brake resistor BW with a power consumption of 600 kw. In this case, the entire brake resistor device BWV requires a face or section a of the vehicle housing FH that is approximately 3300mm long and 1400mm wide. The braking resistance element BWE is supported and fixed in the exemplary mentioned length of 3000mm, preferably not only in the middle region of the length but also in the two end regions.

Fig. 4 shows a schematic side view of a brake resistor device BWV with a representation of a middle region and two end regions EB. The braking resistance device BWV comprises braking resistance elements BWE arranged parallel to each other, which are arranged positionally fixed and positionally stable by means of a fixing device BV. As already mentioned above, the braking resistor elements BWE are preferably fastened not only in the central region of the length, in which, for example, the fixed abutments FL are arranged, as described later with respect to fig. 7, but also in the end regions EB, in each case the floating abutments LL are arranged, as described later with respect to fig. 6.

The main length of the braking resistive element BWE, where the maximum heat is generated, is arranged in a certain distance above the shielding element ASE. The shielding element ASE is formed, for example, by a suitably thick plate made of aluminum material or composite material, which in turn is fixed, for example, by means of a support or a spacer, on the roof of the body WK of the train TZ. The shielding means ASE serve in particular for the thermal insulation of the vehicle body WK in order to insulate the relatively large amount of heat radiated by the brake resistance element BWE, which heat would otherwise lead to an undesirable increase in the temperature of the vehicle body. The distance between the lower side of the braking resistance element BWE and the upper side of the shielding element ASE is for example 20 mm.

For effective convection, the area below the brake resistance element BWE is preferably also flowed through by the traveling wind FW. The traveling wind can flow in and out again through the gaps between the parallel braking resistor elements BWE. In the example of fig. 4, the air flow is guided by means of air guiding elements LLE arranged in the end regions EB of the brake resistors BW, which are, for example, fastened both to the covering element VE of the vehicle shell and also to the shielding element ASE.

Fig. 5 shows a schematic detail view of the end region EB of the braking resistance device BWV of fig. 4. In this end region EB, the braking resistor element BWE is supported or mounted in a positionally fixed manner by a floating bearing LL of the securing device BV. The upper end of the floating support LL extends here, for example, to the middle of the structural height of the braking resistance element BWE. The retaining clip CL is fastened to the floating mount LL, for example by means of a screw or rivet connection, and the braking resistor element BWE is inserted into the retaining clip during installation and is at least partially enclosed by the retaining clip, as a result of which it is possible to press the braking resistor element on the one hand against the floating mount LL with a specific force and to remove the braking resistor element BWE from the floating mount LL only with a specific force expenditure. The floating mount LL and the retaining clip CL are also shown in a front view in fig. 6.

The cover element VE of the shell FH, which is adjacent to the brake element BW along the longitudinal axis LA of the train TZ, is supported on the upper end of the floating bearing LL. The upper part of the air guiding element LLE is fastened to the cover element VE, for example by means of a screw or rivet connection. Conversely, the lower part of the air guiding element LLE is fastened to the shielding element ASE, for example, also by means of a screw or rivet connection, wherein the upper air guiding element overlaps the lower air guiding element, for example, as shown, so that the two together form a continuous plane as far as possible. The inclined plane or slope guides the traveling wind FW again in the illustrated end region EB below the brake resistance element BWE and in the other end regions. The air-guiding elements LLE each have a recess corresponding to the shape of the braking resistor elements BWE, or in the intermediate spaces between adjacent braking resistor elements BWE, in each case have a tip, so that a comb-like structure is formed. The two air guiding elements LLE are each made of spring steel, for example, as a result of which a stable shape is ensured, in particular in the region of the overlap, even in the event of driving wind FW acting thereon. The division of the air guiding element LLE into two parts can advantageously be achieved in that the braking resistor element BWE is simply removed after the removal of the cover element VE to which the air guiding element LLE is fixed on or above the upper part of the air guiding element LLE, without the lower part of the air guiding element LLE having to be detached for this purpose.

Fig. 6 shows a schematic front view of an exemplary floating mount LL as part of a fixture BV. Here, braking resistor elements BWE are shown arranged parallel to one another, which are located in corresponding arc-shaped sections of the floating bearing LL. The arc-shaped portion matches the shape of the braking resistive element BWE as closely as possible and encloses, for example, the lower half of the braking resistive element BWE, whereby positional stability has been achieved and a specific distance between the braking resistive elements BWE is established. As shown in fig. 5, the cover element VE can be supported on webs (or narrow strips) between the arc-shaped portions of the floating mount LL. The positional stability can thereby be additionally increased if the shape of the cover element is likewise adapted to the shape of the cross section of the braking resistance element BWE. In addition, the brake resistor elements BWE are each fixed by means of a retaining clip CL, which is illustrated by way of example on one of the brake resistor elements BWE. Such a clip CL is made, for example, of spring steel and is shaped such that the braking resistance element BWE can only be taken out upward with a certain minimum force, but at the same time the braking resistance element BWE can expand in length smoothly upon heating. As shown, the clip CL can be fixed to a horizontal shoulder of the floating mount LL, for example, by means of a screw or rivet connection.

Fig. 6 likewise shows an exemplary circular cross section of the braking resistance element BWE with a correspondingly centrally arranged electrical conductor L which is surrounded by a sheath made of, for example, stainless steel. However, other, for example rectangular, shapes of the cross section are conceivable in the same way.

Fig. 7 finally shows a front view of an exemplary fixed mount FL, which can be arranged in the middle region of the braking resistor BW according to the example of fig. 4. The fixed bearing FL is in principle similar to the floating bearing LL of fig. 6, i.e. it has in the same way an arc-shaped portion that is adapted to the circular cross section of the braking resistive element BWE, and in turn serves to achieve a positional stability of the braking resistive element BWE and a specific distance between the braking resistive elements. In contrast, the fixing or fastening of the braking resistor BWE is not effected by means of a corresponding fixing clip, but rather, for example, by means of a clip SC, which, as shown, encompasses at least the region above the braking resistor BWE and thus permits removal of the braking resistor BWE only after the clip SC has been released. In order to avoid disturbances of the driving wind in this region as far as possible, the clamping band should be made of a thin material, wherein for this purpose, spring steel may be provided. Furthermore, the clip SC can press the braking resistive element BWE against the arc of the fixed abutment with sufficient force so that movement of the braking resistive element BWE in this region is not possible. The force acting on the braking resistance element BWE should preferably be adjustable here. The clamping band is fastened to the shielding element ASE, for example by means of a screw or rivet connection, or, in accordance with the floating mount of fig. 5, to a specially provided shoulder of the fixed mount FL. Since the fixed bracket FL is located directly below the brake resistor BW in the region of the air flow, the fixed bracket should preferably have an opening OE through which the running wind can flow as smoothly as possible in order to ensure effective convection also in this region behind the fixed bracket FL as seen in the direction of the running wind. The shape of the opening in fig. 7 is only exemplarily illustrated here.

Although the fixed bearing FL is shown in the example of fig. 4 as part of the shielding element ASE, it can be realized in the same way as a separate element which is fixed, for example, directly to the vehicle body WK in correspondence with the floating bearing LL. In this case, a corresponding shielding element ASE can be arranged in the end region EB between the central fixed mount FL and the floating mount LL.

Claims

1. A brake resistor (BW) for arrangement in a section (A) of a hull (FH) of an electrically driven vehicle (TZ) or in the immediate vicinity of such a section,

characterized in that the braking resistor (BW) has a plurality of braking resistor elements (BWE) arranged parallel to one another, each of which is formed by a tubular jacket which is formed from a thermally conductive material and has an electrical conductor (L) arranged therein and embedded therein.

2. The brake resistance (BW) according to claim 1, characterized in that the brake resistance element (BWE) is designed to conduct heat primarily into the driving wind (FW) which is formed when the vehicle (TZ) is in motion and which flows around the brake resistance element (BWE).

3. A braking resistance device (BWV) for arrangement in a zone (a) of a shell (FH) of an electrically driven vehicle (TZ) or in the immediate vicinity of such a zone (a), characterized in that the braking resistance device (BWV) has:

a braking resistor (BW) having a plurality of braking resistor elements (BWE) arranged parallel to one another, each of which is formed by a tubular jacket which is formed from a thermally conductive material and has an electrical conductor (L) arranged therein and embedded therein, and

a fixing device (BV) for positionally stabilizing the brake resistor element (BWE) on the vehicle (TZ) in such a way that the brake resistor element (BWE) is oriented parallel to a Longitudinal Axis (LA) of the vehicle (TZ).

4. Braking resistance device (BWV) according to claim 3, characterized in that said fixing device (BV) provides for each braking resistance element (BWE) a fixed seat (FL) and at least one floating seat (LL).

5. The braking resistance device (BWV) according to claim 3 or 4, characterized in that the fixing device (BV) arranges the braking resistance elements (BWE) in parallel and at a certain distance from each other such that they can be completely surrounded by the driving wind (FW).

6. Braking resistance device (BWV) according to claim 3 or 4, characterized in that the braking resistance device (BWV) has A Shielding Element (ASE) arranged at a certain distance below the braking resistance element (BWE).

7. The brake-resistor device (BWV) according to claim 3 or 4, characterized in that the brake-resistor device (BWV) has air-guiding elements (LLE) arranged in the longitudinal-side end regions (EB) of the brake-resistor (BW) for guiding the running wind (FW) below the brake-resistor elements (BWE).

8. Brake resistor device (BWV) according to claim 7, characterized in that the air guiding element (LLE) is fixed on a cover element (VE) and/or on A Shielding Element (ASE) of a housing of the vehicle (TZ), respectively, arranged adjacent to the shielding element, or shaped as a part of the shielding element.

9. Vehicle (TZ) characterized by at least one brake resistance device (BWV) according to any one of claims 3 to 8.

10. Vehicle (TZ) according to claim 9, characterized in that the vehicle has, in the case of a vehicle designed as a multi-section, a braking resistance device (BWV) arranged on at least two compartments (EW, MW).

11. Vehicle (TZ) according to claim 9, characterized in that said vehicle is a single-stage or multi-stage train.