EP1813498B1 - Kühlanordnung für ein Fahrzeug - Google Patents

Kühlanordnung für ein Fahrzeug Download PDF

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Publication number
EP1813498B1
EP1813498B1 EP06001715A EP06001715A EP1813498B1 EP 1813498 B1 EP1813498 B1 EP 1813498B1 EP 06001715 A EP06001715 A EP 06001715A EP 06001715 A EP06001715 A EP 06001715A EP 1813498 B1 EP1813498 B1 EP 1813498B1
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EP
European Patent Office
Prior art keywords
heat exchanger
rail vehicle
air inlet
ventilation
exchanger device
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.)
Not-in-force
Application number
EP06001715A
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English (en)
French (fr)
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EP1813498A1 (de
Inventor
Soren Kinly Nielsen
Per Hovmand
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to DE602006021693T priority Critical patent/DE602006021693D1/de
Priority to EP06001715A priority patent/EP1813498B1/de
Priority to PL06001715T priority patent/PL1813498T3/pl
Priority to AT06001715T priority patent/ATE508026T1/de
Publication of EP1813498A1 publication Critical patent/EP1813498A1/de
Application granted granted Critical
Publication of EP1813498B1 publication Critical patent/EP1813498B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B61D27/0018—Air-conditioning means, i.e. combining at least two of the following ways of treating or supplying air, namely heating, cooling or ventilating

Definitions

  • the invention relates to a rail vehicle comprising a vehicle body with a first air inlet and a cooling arrangement with a first heat exchanger device and a ventilation device, the ventilation device and the first air inlet being associated to the first heat exchanger device, the ventilation device being adapted to draw in cooling air from the surroundings of the vehicle body via the first air inlet and to generate a first cooling air flow at a heat exchanger surface of the first heat exchanger device to draw heat from a cooling medium provided to the first heat exchanger device, the ventilation device and/or the first air inlet being arranged obliquely and/or offset with respect to the first heat exchanger device.
  • the invention also relates to a corresponding train comprising such a rail vehicle.
  • cooling arrangements used in these vehicles often comprise heat exchanger devices such as radiators mounted immediately behind vehicle cover panels.
  • a fan or the like mounted immediately behind the respective radiator draws in cooling air via slots or the like forming cooling air inlets in the cover panels, thus generating cooling air flow over the heat exchanger surfaces of the radiator.
  • Generic rail vehicles are known, for example, from US 5,074,122 , US 4,905,478 and EP 1 081 439 A2 , each disclosing a cooling arrangement comprising a heat exchanger and an associated fan generating a cooling air flow.
  • the heat exchanger and the fan are arranged within a chamber formed by separate wall sections and having separate air inlets and outlets, respectively. These designs show rather inhomogeneous flow conditions at the heat exchanger and/or unfavorable sound emission properties.
  • the present invention is based on the technical teaching that effective cooling at reduced noise emission may be achieved if the ventilation device and/or the first air inlet is arranged obliquely and/or offset with respect to the first heat exchanger device.
  • a configuration may be achieved where there is no straight line of propagation of at least a considerable part the sound wave fronts between, both, the ventilation device and the first heat exchanger device, and the first air inlet.
  • the amount of noise generated by the cooling arrangement itself may be reduced.
  • the ventilation device is a fan
  • the rotor blades of the fan rotated in close proximity to the ribs of the radiator.
  • a further beneficial effect of the above arrangement, in particular of the offset between the ventilation device and the first heat exchanger, is that due to the reduction of pressure pulsations, the flow at the heat exchanger surface of the heat exchanger device is rendered more uniform leading to higher heat exchange rates.
  • either of the components described may have a plane of main extension wherein it mainly extends (although the respective component does not necessarily have to be a planar body, such as a cuboid body, but may be totally or partially curved as well).
  • the term "arranged obliquely” is to be understood as an arrangement with a mutual inclination of the respective planes of main extension of the respective components.
  • offset is to be understood as either an offset perpendicular to the planes of main extension or an offset parallel to the plane of main extension or both.
  • the first heat exchanger device and the ventilation device may be arranged in any suitable order along the cooling air stream subsequent to the first air inlet.
  • the ventilation device in the direction of the cooling air stream it is possible that the ventilation device is arranged ahead of the first heat exchanger device, i.e. drawing the cooling air from the surroundings and pressing it through or past the first heat exchanger device.
  • the first heat exchanger device in the direction of the cooling air stream, is arranged ahead of the ventilation device, such that the ventilation device draws the cooling air from the surroundings and through or past the first heat exchanger device.
  • the first heat exchanger device may act as a sound barrier for the noise originating from the vehicle interior, in particular noise originating from the ventilation device.
  • the first heat exchanger device defines a first surface on its air inlet side, the first surface being penetrated by the cooling air flow.
  • the air inlet is arranged obliquely and/or offset with respect to the first heat exchanger device such that at most a first part of the surface normals of the first surface lie on a straight line from the first surface to the first air inlet.
  • the first surface in most cases, is an envelope surface defined by the heat exchanging elements (ribs, tubes etc.) of the first heat exchanger device.
  • the reduction of the straight line propagation fraction of the sound waves may be chosen as a function of the necessary sound emission reduction.
  • less than 50% of the surface normals of the first surface preferably less than 20% of the surface normals of the first surface, more preferably substantially none of the surface normals of the first surface, lie on a straight line from the first surface to the first air inlet.
  • an increasing reduction in the sound emission may be achieved.
  • the part of the wave front of the sound waves emitted by the first heat exchanger device or penetrating the first heat exchanger device and having no straight line of propagation towards the first air inlet may be directed towards any component of the vehicle, e.g. an air duct wall etc.
  • at least a part thereof is directed towards a first sound absorbing means in order to further reduce the sound emission.
  • the sound absorbing means is located close to the first heat exchanger device to provide its effects at the earliest possible moment.
  • the surface normals of at least a second part of the first surface point towards a first sound absorbing means, in particular a first sound absorbing surface, the first sound absorbing means being located adjacent to the first heat exchanger device.
  • the fraction of the wave front directed towards the sound absorbing means may be chosen as a function of the necessary sound emission reduction.
  • more than 50% of the surface normals of the first surface preferably more than 80% of the surface normals of the first surface, more preferably substantially all of the surface normals of the first surface, point towards the first sound absorbing means.
  • an increasing reduction in the sound emission may be achieved.
  • a ventilation chamber is provided, the ventilation chamber having a first cooling air passage and a second cooling air passage.
  • the first cooling air passage is formed by the first heat exchanger device and the second cooling air passage is formed by the ventilation device.
  • the provision of such a ventilation chamber has the advantage that, on the one hand, it serves as an equalization means equalizing the flow conditions in the cooling air flow which, among others, reduces noise generating pressure oscillations in the cooling air flow.
  • the ventilation chamber may serve as a noise trap, e.g. for noise originating from or intruding via the ventilation device.
  • the ventilation device may supply air to the ventilation chamber - i.e. generate an overpressure within the ventilation chamber - such that the cooling air flow at the heat exchanger surface of the first heat exchanger device is generated as the cooling air leaves the ventilation chamber via the first heat exchanger device.
  • the ventilation device is adapted to draw air from the ventilation chamber - i.e. generate a negative pressure within the ventilation chamber - such that the cooling air flow at the heat exchanger surface of the first heat exchanger device is generated.
  • the ventilation chamber apart from the cooling air passages taken by the ventilation device and one or several heat exchanger devices, preferably is a closed chamber. Preferably, it is sealed to be substantially airtight in order to minimize the losses in generating the cooling air flow and to provide a good sound trap as it has been mentioned above.
  • the ventilation chamber is defined by at least one ventilation chamber wall, the at least one ventilation chamber wall comprising a second sound absorbing means, in particular a second sound absorbing surface.
  • a second sound absorbing means in particular a second sound absorbing surface.
  • the second sound absorbing means may be located at any suitable location within the ventilation chamber.
  • the second sound absorbing means is facing the ventilation device.
  • at least a part of the noise originating from or intruding via the ventilation device is absorbed at a very early stage.
  • all walls of the ventilation chamber, apart from the cooling air passages, are provided with sound absorbing means to enhance the described effect.
  • the sound absorbing means as disclosed herein may be any suitable means providing sound absorption. These may for example be one or several sound absorbing elements or layers forming a surface of the respective component provided therewith. It may also be integrated within the wall of the respective component provided therewith.
  • the ventilation chamber is defined by a plurality of ventilation chamber walls, the ventilation chamber walls being arranged such that a plurality of protrusions are formed within the ventilation chamber.
  • This configuration has the beneficial effect that the sound waves, at these protrusions are reflected in different directions leading to a reduction in the noise emission from the ventilation chamber.
  • the heat exchanger device may be arranged in any suitable and desired orientation with respect to the axes of the vehicle.
  • the rail vehicle has a longitudinal axis and a height axis and the heat exchanger device is inclined with respect to the longitudinal axis and/or the height axis.
  • heat exchanger devices with considerable surface area and, thus, cooling capacity may be arranged in a relatively small space as it is often necessary in underfloor arrangements.
  • the inclination with respect to the longitudinal axis and/or the height axis may be simply chosen as a function of the required cooling capacity of the heat exchanger device, i.e. the required surface area of a given heat exchanger device type.
  • the heat exchanger device may be of any suitable type and shape.
  • the heat exchanger device is a substantially planar element since, apart from its simple less costly design, the above orientation and arrangement at least widely avoiding straight line sound propagation towards the air inlet may be achieved in a very simple way.
  • the heat exchanger device is a radiator.
  • At least one further air inlet is provided to reduce, among others, the local concentration of residual noise emission to the surroundings.
  • the vehicle body comprises a second air inlet and the cooling arrangement comprises a second heat exchanger device.
  • the second air inlet is associated to the second heat exchanger device and the ventilation device is adapted to draw in cooling air from the surroundings of the vehicle body via the second air inlet and to generate a second cooling air flow at a heat exchanger surface of the second heat exchanger device to draw heat from a cooling medium provided to the second heat exchanger device.
  • the rail vehicle has a longitudinal axis and the first heat exchanger device and the second heat exchanger device are arranged on opposite sides of the longitudinal axis.
  • the first heat exchanger device and the second heat exchanger device are arranged substantially symmetrical with respect to the longitudinal axis leading to a very simple and effective design.
  • the invention may be implemented in the context of any arrangement of the cooling arrangement within the vehicle. Due to the very compact but strongly noise reducing configurations that may be realized, particular advantages are however obtained in the context of underfloor arrangements with their restricted available space.
  • the cooling arrangement is located in an underfloor section of the vehicle body.
  • the cooling arrangement may be associated to any lost heat producing component of the vehicle.
  • a engine is provided forming part of a traction equipment of the rail vehicle and the cooling arrangement is associated to the engine. This has the advantage that the ventilation device, in a very simple and economic way, may be directly driven by the engine.
  • the drive of the ventilation device may be of any suitable type, e.g. an electric drive, a hydraulic drive etc.
  • the ventilation device is mechanically coupled to the engine via an adjustable clutch device, in particular a viscous clutch device.
  • an adjustable clutch device in particular a viscous clutch device.
  • the ventilation device may be any suitable device generating the cooling air flow.
  • the ventilation device comprises one or several fans operating in parallel and/or in series to generate the cooling air flow.
  • the invention further relates to a train, in particular a passenger train, comprising a rail vehicle according the invention.
  • the rail vehicle 1 is part of a passenger train according to the invention.
  • Figure 1 shows a schematic perspective bottom view of the vehicle 1 having a longitudinal axis 1.1, a height axis 1.2 and a transverse axis 1.3. More specifically, Figure 1 shows a schematic perspective bottom view of a part of an underfloor compartment 2 of the vehicle 1. The bottom wall of the underfloor compartment 2 covering the underfloor compartment 2 towards the track is omitted in Figure 1 .
  • Figure 2 is a schematic sectional view of the cooling arrangement 3 of the rail vehicle of Figure 1 along line II-II of Figure 3 .
  • the sectional plane of Figure 2 is perpendicular to the height axis 1.2 and located immediately below the top plate covering the underfloor compartment 2 and separating the underfloor compartment 2 from a transport compartment, e.g. a passenger compartment, of the vehicle 1.
  • Figure 3 is a schematic sectional view of the cooling arrangement 3 along line III-III of Figure 2 .
  • the underfloor compartment 2 has a first section 2.1 receiving a engine (not shown) and a second section 2.2 located ahead of the first section 2.1 and receiving a cooling arrangement 3.
  • the cooling arrangement 3 serves to draw heat from a cooling liquid used to keep the temperature of the engine and its components within predetermined levels.
  • the cooling arrangement 3 comprises a first air inlet 4.1, a first heat exchanger device in the form of a first radiator 5.1 and a ventilation device in the form of a fan 6.
  • the cooling arrangement 3 further comprises a second air inlet 4.2, a second heat exchanger device in the form of a second radiator 5.2.
  • the fan 6 is directly driven by the engine (not shown) via a drive mechanism 6.1 comprising a controllable viscous clutch element. This has the advantage that, while being able to control the fan speed, additional noise emission due to the drive for the fan 6 may be reduced to a minimum.
  • the first air inlet 4.1 and the second air inlet 4.2 are arranged on opposite longitudinal sides 1.4 and 1.5 of the vehicle 1.
  • the first air inlet 4.1 and the second air inlet 4.2 are formed in the outer shell 1.6 of the vehicle body 1.7 and each have a plurality openings (not shown), such as slots, holes or the like, allowing the passage of air into the underfloor compartment 2.
  • the first air inlet 4.1 and the second air inlet 4.2 may also have means, such as air guide elements or the like, providing at least rough cleaning of the cooling air from dirt, water or other liquids.
  • first air inlet 4.1 and the second air inlet 4.2 as well as the first radiator 5.1 and the second radiator 5.2 are arranged to be mirror symmetric with respect to the longitudinal plane of the vehicle 1 defined by the longitudinal axis 1.1 and the height axis 1.2.
  • first air inlet 4.1 and the first radiator 5.1 will be described in an exemplary manner.
  • either first air inlet 4.1 and the second air inlet 4.2 or the first radiator 5.1 and the second radiator 5.2 may be arranged and designed differently.
  • the cooling arrangement 3 further comprises a ventilation chamber 7 with a front wall 7.1, a rear wall 7.2, a top wall 7.3 and a bottom wall (not shown) formed by the bottom wall of the underfloor compartment 2.
  • the first radiator 5.1 and the second radiator 5.2 form further wall elements of the ventilation chamber 7.
  • the first radiator 5.1 is an element of generally cubic outer shape having a plane of main extension — represented by line 5.3 in Figures 2 and 3 .
  • the first radiator 5.1 has a plurality of heat exchanging elements (not shown), such as cooling liquid ducts with ribs or the like, forming the heat exchanger surface of the first radiator 5.1.
  • the first radiator 5.1 among others, on its air inlet side (i.e. its side towards the first air inlet 4.1) defines a first surface 5.4 which is an envelope surface of the heat exchanging elements.
  • These heat exchanging elements are arranged within the cubic outer shape of the first radiator 5.1 such that, for cooling purposes, a flow cooling air 8 may be led through the first radiator 5.1 perpendicular to its plane of main extension.
  • the first radiator 5.1 forms a first cooling air passage of the ventilation chamber 7.
  • the rear wall 7.2 of the ventilation chamber 7 has a circular opening adapted to the shape of the fan 6 such that the fan 6 forms a second cooling air passage of the ventilation chamber 7.
  • the fan 6 draws air from the ventilation chamber 7 and, thus, generates a negative pressure within the ventilation chamber 7.
  • This negative pressure within the ventilation chamber 7 causes cooling air from the surroundings of the vehicle 1 to be drawn via the air inlets 4.1, 4.2, the air ducts 9.1 and 9.2 and the radiators 5.1, 5.2 into the ventilation chamber 7.
  • a first cooling air flow 8 at the heat exchanger surface of the first radiator 5.1 is generated to draw heat from the cooling liquid provided to the first radiator 5.1.
  • the fan 6 draws the heated cooling air from the ventilation chamber 7 towards the first section 2.1 of the underfloor compartment 2.
  • it may be guided and used to cool further components arranged within the first section 2.1 of the underfloor compartment 2.
  • it may also be vented back to the surroundings of the vehicle 1.
  • the fan 6 may also supply cooling air (drawn in by suitable ducts) towards the ventilation chamber 7. This cooling air is then vented to the surroundings of the vehicle via the radiators 5.1 and 5.2, the air ducts 9.1 and 9.2 and the air inlets 4.1, 4.2.
  • the ventilation chamber 7, apart from the cooling air passages formed by the radiators 5.1, 5.2 and the fan 6, is sealed to be substantially airtight in order to reduce the ventilation losses to a minimum.
  • the fan 6 is arranged offset with respect to the first radiator 5.1.
  • the amount of the noise generated by the cooling arrangement 3 itself is reduced. This is due to the fact that, with the offset between the fan 6 and the first radiator 5.1 effects of vibration excitation of the first radiator 5.1 by the fan 6, e.g. due to pressure pulsations or the like, are reduced considerably.
  • the air volume in the ventilation chamber 7 damps the noise resulting from static pressure alterations generated by the fan 6.
  • the fan 6 is arranged obliquely with respect to the first radiator 5.1.
  • the term "arranged obliquely” is to be understood as an arrangement with a mutual inclination of the respective planes of main extension of the respective components.
  • the plane of main extension of the fan 6 - represented by line 6.2 in Figure 2 - is perpendicular to the longitudinal axis 1.1 of the vehicle 1 while the plane of main extension of the first radiator 5.1 - represented by line 5.3 in Figure 2 and 3 - is inclined with respect to the longitudinal axis 1.1 (see Figure 1 and 2 ) and the height axis 1.2 (see Figure 1 and 3 ) of the vehicle 1.
  • the oblique arrangement of the fan 6 and the first radiator 5.1. has the advantage that the sound wave front coming from the fan 6 hits the first radiator 5.1 only under an acute angle leading to a reduced immediate penetration of sound through the first radiator 5.1 as well as a reduced vibration excitation of the first radiator 5.1.
  • sound absorbing means in the form of one or several sound absorbing elements mounted to its surface facing the fan 6. Such sound absorbing elements are well known in the art and, thus, will not be described here in further detail.
  • the ventilation chamber 7 acts a noise trap.
  • the first radiator 5.1 is offset in the direction of the longitudinal axis 1.1 and in the direction of the transverse axis 1.3 as well as arranged obliquely with respect to the first air inlet 4.1.
  • the oblique arrangement is such that an inclination exists between the plane of main extension 5.3 of the first radiator 5.1 and the plane of main extension of the first air inlet - indicated by line 4.3 in Figure 2 and 3 .
  • the mutual arrangement the first radiator 5.1 and the first air inlet 4.1 is such that only a very small first part, here less than 20%, of the surface normals 5.5 of the first surface 5.4 of the first radiator 5.1 lies on a straight line from the first surface 5.4 to the first air inlet 4.1.
  • a very small first part, here less than 20%, of the surface normals 5.5 of the first surface 5.4 of the first radiator 5.1 lies on a straight line from the first surface 5.4 to the first air inlet 4.1.
  • only the part of the sound wave front coming from the first radiator 5.1 and related to this first part of surface normals 5.5 directly hits the first air inlet 4.1.
  • a reduced immediate penetration of sound through the first air inlet 4.1 as well as a reduced vibration excitation of the first air inlet 4.1 is achieved.
  • the remaining second part, here more than 80%, of the surface normals 5.5 of the first surface 5.4 is directed towards the adjacent walls of the air duct 9.1.
  • all the walls of the air duct 9.1 are provided with sound absorbing means as they have been described above.
  • only a part of the walls of the air duct 9.1 in particular, only the part to which the surface normals 5.5 point, may be provided with sound absorbing means.
  • such sound absorbing means may be omitted as well.
  • the part of the surface normals 5.5 of the first surface 5.4 lying on a straight line from the first surface 5.4 to the first air inlet 4.1 may be further reduced by further offsetting the first radiator 5.1 and the first air inlet 4.1 and/or by modifying the inclination between the first radiator 5.1 and the first air inlet 4.1.
  • the part of the surface normals 5.5 of the first surface 5.4 lying on a straight line from the first surface 5.4 to the first air inlet 4.1 may even be reduced to zero, if necessary.
  • a larger or smaller radiator may be implemented by simply modifying the inclination of the radiator with respect to the longitudinal axis 1.1 and/or the height axis 1.2 as it is indicated in Figure 3 by the dashed contour 10.
  • the invention allows implementation of a cooling arrangement of suitable cooling capacity even at very restricted space requirements.
  • the cooling capacity may be easily adapted to the required amount by adapting the inclination and, thus, the size of the heat exchangers.
  • an inclination of the first radiator 5.1 with respect to either the longitudinal axis 1.1 or the height axis 1.2 may be sufficient to achieve the above effects of sound reduction by reducing the part of the surface normals of the first surface 5.4 of the first radiator 5.1 lying on a straight line from the first surface 5.4 to the first air inlet 4.1. Furthermore, even no inclination with respect to the longitudinal axis 1.1 and the height axis 1.2 but a sufficient offset along the longitudinal axis 1.1 (as it is indicated by the dashed contour 11 in Figure 2 ) may be sufficient.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Devices That Are Associated With Refrigeration Equipment (AREA)
  • Holo Graphy (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (19)

  1. Schienenfahrzeug, umfassend:
    - einen Wagenkasten (1.7) mit einem ersten Lufteinlass (4.1) und
    - eine Kühlanordnung (3) mit einer ersten Wärmetauschervorrichtung (5.1) und einer Lüftungsvorrichtung (6),
    - wobei die Lüftungsvorrichtung (6) und der erste Lufteinlass (5.1) der ersten Wärmetauschervorrichtung (5.1) zugeordnet sind,
    - wobei die Lüftungsvorrichtung (6) zum Ansaugen von Kühlluft aus der Umgebung des Wagenkastens (1.7) durch den ersten Lufteinlass (4.1) und zum Erzeugen eines ersten Kühlluftstroms (8) an einer Wärmetauscheroberfläche der ersten Wärmetauschervorrichtung (5.1) ausgeführt ist, um einem Kühlmedium, mit dem die erste Wärmetauschervorrichtung (5.1) versorgt wird, Wärme zu entziehen,
    - wobei die Lüftungsvorrichtung (6) und/oder der erste Lufteinlass (4.1) in Bezug auf die erste Wärmetauschervorrichtung (5.1) schräg und/oder versetzt angeordnet ist,
    dadurch gekennzeichnet, dass
    - eine Lüftungskammer (7) vorgesehen ist,
    - wobei die Lüftungskammer (7) einen ersten Kühlluftdurchgang und einen zweiten Kühlluftdurchgang aufweist,
    - wobei der erste Kühlluftdurchgang von der ersten Wärmetauschervorrichtung (5.1) gebildet wird und der zweite Kühlluftdurchgang von der Lüftungsvorrichtung (6) gebildet wird.
  2. Schienenfahrzeug nach Anspruch 1, dadurch gekennzeichnet, dass
    - die erste Wärmetauschervorrichtung (5.1) auf ihrer Lufteinlassseite eine erste Oberfläche (5.4) definiert, wobei die erste Oberfläche (5.4) von dem Kühlluftstrom (8) durchdrungen wird,
    - wobei der Lufteinlass (4.1) in Bezug auf die Wärmetauschervorrichtung (5.1) schräg und/oder versetzt angeordnet ist, sodass höchstens ein erster Teil der Oberflächennormalen (5.5) der ersten Oberfläche (5.4) auf einer Geraden von der ersten Oberfläche (5.4) zu dem ersten Lufteinlass (4.1) liegt.
  3. Schienenfahrzeug nach Anspruch 2, dadurch gekennzeichnet, dass weniger als 50% der Oberflächennormalen (5.5) der ersten Oberfläche (5.4), vorzugsweise weniger als 20% der Oberflächennormalen (5.5) der ersten Oberfläche (5.4), bevorzugt im Wesentlichen keine der Oberflächennormalen (5.5) der ersten Oberfläche (5.4) auf einer Geraden von der ersten Oberfläche (5.4) zu dem ersten Lufteinlass (4.1) liegt bzw. liegen.
  4. Schienenfahrzeug nach Anspruch 2 oder 3, dadurch gekennzeichnet, dass
    - die Oberflächennormalen (5.5) von wenigstens einem zweiten Teil der ersten Oberfläche (5.4) in Richtung auf eine erste schallabsorbierende Einrichtung zeigen, insbesondere eine erste schallabsorbierende Oberfläche,
    - wobei die erste schallabsorbierende Einrichtung an die erste Wärmetauschervorrichtung (5.1) angrenzend angeordnet ist.
  5. Schienenfahrzeug nach Anspruch 4, dadurch gekennzeichnet, dass mehr als 50% der Oberflächennormalen (5.5) der ersten Oberfläche (5.4), vorzugsweise mehr als 80% der Oberflächennormalen (5.5) der ersten Oberfläche (5.4), bevorzugt im Wesentlichen alle Oberflächennormalen (5.5) der ersten Oberfläche (5.4) in Richtung auf die erste schallabsorbierende Einrichtung zeigen.
  6. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Lüftungsvorrichtung (6) zum Ansaugen von Luft aus der Lüftungskammer (7) ausgeführt ist, sodass der Kühlluftstrom (8) an der Wärmetauscheroberfläche der ersten Wärmetauschervorrichtung (5.1) erzeugt wird.
  7. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - die Lüftungskammer (7) von wenigstens einer Lüftungskammerwand (7.1, 7.2, 7.3) definiert wird,
    - wobei die wenigstens eine Lüftungskammerwand (7.1, 7.2, 7.3) eine zweite schallabsorbierende Einrichtung aufweist, insbesondere eine zweite schallabsorbierende Oberfläche.
  8. Schienenfahrzeug nach Anspruch 7, dadurch gekennzeichnet, dass die zweite schallabsorbierende Einrichtung der Lüftungsvorrichtung (6) zugekehrt ist.
  9. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - die Lüftungskammer (7) von einer Vielzahl von Lüftungskammerwänden (7.1, 7.2, 7.3) definiert wird,
    - wobei die Lüftungskammerwände (7.1, 7.2, 7.3) so angeordnet sind, dass in der Lüftungskammer (7) eine Vielzahl von Vorsprüngen (7.4) und/oder Einbuchtungen (7.5) ausgebildet sind.
  10. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - es eine Längsachse (1.1) und eine Höhenachse (1.2) hat,
    - wobei die Wärmetauschervorrichtung (5.1) in Bezug auf die Längsachse (1.1) und/oder die Höhenachse (1.2) geneigt ist.
  11. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Wärmetauschervorrichtung (5.1) ein im Wesentlichen planares Element ist.
  12. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, das die Wärmetauschervorrichtung ein Kühler (5.1) ist.
  13. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - der Wagenkasten (1.7) einen zweiten Lufteinlass (4.2) aufweist und
    - die Kühlanordnung (3) eine zweite Wärmetauschervorrichtung (5.2) aufweist,
    - wobei der zweite Lufteinlass (4.2) der zweiten Wärmetauschervorrichtung (5.2) zugeordnet ist,
    - wobei die Lüftungsvorrichtung (6) zum Ansaugen von Kühlluft aus der Umgebung des Wagenkastens (1.7) durch den zweiten Lufteinlass (4.2) und zum Erzeugen eines zweiten Kühlluftstroms an einer Wärmetauscheroberfläche der zweiten Wärmetauschervorrichtung (5.2) ausgeführt ist, um einem Kühlmedium, mit dem die zweite Wärmetauschervorrichtung (5.2) versorgt wird, Wärme zu entziehen.
  14. Schienenfahrzeug nach Anspruch 13, dadurch gekennzeichnet, dass
    - es eine Längsachse (1.1) hat,
    - wobei die erste Wärmetauschervorrichtung (5.1) und die zweite Wärmetauschervorrichtung (5.2) auf entgegengesetzten Seiten der Längsachse (1.1) angeordnet sind, insbesondere mit Bezug auf die Längsachse (1.1) im Wesentlichen symmetrisch angeordnet sind.
  15. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass sich die Kühlanordnung (3) in einem Unterflurabschnitt (2) des Wagenkastens (1.7) befindet.
  16. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - ein Motor vorgesehen ist, der einen Teil einer Traktionsausrüstung des Schienenfahrzeugs bildet,
    - wobei die Kühlanordnung (3) dem Motor zugeordnet ist.
  17. Schienenfahrzeug nach Anspruch 16, dadurch gekennzeichnet, dass die Lüftungsvorrichtung (6) direkt von dem Motor angetrieben wird.
  18. Schienenfahrzeug nach Anspruch 16 oder 17, dadurch gekennzeichnet, dass die Lüftungsvorrichtung (6) über eine einstellbare Kupplungsvorrichtung, insbesondere eine Visco-Kupplungsvorrichtung, mechanisch mit dem Motor verbunden ist.
  19. Zug, insbesondere Personenzug, der ein Schienenfahrzeug (1) nach einem der vorhergehenden Ansprüche umfasst.
EP06001715A 2006-01-27 2006-01-27 Kühlanordnung für ein Fahrzeug Not-in-force EP1813498B1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE602006021693T DE602006021693D1 (de) 2006-01-27 2006-01-27 Kühlanordnung für ein Fahrzeug
EP06001715A EP1813498B1 (de) 2006-01-27 2006-01-27 Kühlanordnung für ein Fahrzeug
PL06001715T PL1813498T3 (pl) 2006-01-27 2006-01-27 Chłodzący układ przeznaczony do stosowania w pojeździe
AT06001715T ATE508026T1 (de) 2006-01-27 2006-01-27 Kühlanordnung für ein fahrzeug

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06001715A EP1813498B1 (de) 2006-01-27 2006-01-27 Kühlanordnung für ein Fahrzeug

Publications (2)

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EP1813498A1 EP1813498A1 (de) 2007-08-01
EP1813498B1 true EP1813498B1 (de) 2011-05-04

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EP06001715A Not-in-force EP1813498B1 (de) 2006-01-27 2006-01-27 Kühlanordnung für ein Fahrzeug

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EP (1) EP1813498B1 (de)
AT (1) ATE508026T1 (de)
DE (1) DE602006021693D1 (de)
PL (1) PL1813498T3 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017101694A1 (de) 2017-01-30 2018-08-02 Voith Patent Gmbh Kühlanordnung für ein Schienenfahrzeug

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113911154A (zh) * 2021-10-12 2022-01-11 中车资阳机车有限公司 一种机车多功能冷却通风装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR960007043B1 (ko) * 1987-04-30 1996-05-27 가부시기가이샤 히다찌 세이사꾸쇼 철도차량용 공기조화장치
FR2646822B1 (fr) * 1989-05-10 1992-05-29 Faiveley Sa Installation de climatisation pour voiture de chemin de fer
DE29915543U1 (de) * 1999-09-03 2001-01-18 Liebherr-Verkehrstechnik Gmbh, Wien Unterflurlüftungs-, Heizung- und/oder Klimagerät
DE10118219A1 (de) * 2001-04-12 2002-10-17 Daimlerchrysler Rail Systems Schienentriebfahrzeug mit einer Antriebsvorrichtung und geräuschdämmenden Mitteln

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017101694A1 (de) 2017-01-30 2018-08-02 Voith Patent Gmbh Kühlanordnung für ein Schienenfahrzeug

Also Published As

Publication number Publication date
PL1813498T3 (pl) 2011-10-31
ATE508026T1 (de) 2011-05-15
EP1813498A1 (de) 2007-08-01
DE602006021693D1 (de) 2011-06-16

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