EP2078655B1 - Belüftungseinheit einer Ausrüstung eines Schienenfahrzeugs - Google Patents

Belüftungseinheit einer Ausrüstung eines Schienenfahrzeugs Download PDF

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Publication number
EP2078655B1
EP2078655B1 EP09150243A EP09150243A EP2078655B1 EP 2078655 B1 EP2078655 B1 EP 2078655B1 EP 09150243 A EP09150243 A EP 09150243A EP 09150243 A EP09150243 A EP 09150243A EP 2078655 B1 EP2078655 B1 EP 2078655B1
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EP
European Patent Office
Prior art keywords
compartment
rail vehicle
deflectors
opening
deflector
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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.)
Active
Application number
EP09150243A
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English (en)
French (fr)
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EP2078655A1 (de
Inventor
Emmanuel Guilloteau
Christophe Roudet
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 Transport SA
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Alstom Transport SA
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Publication of EP2078655A1 publication Critical patent/EP2078655A1/de
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Publication of EP2078655B1 publication Critical patent/EP2078655B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
    • B61C5/02—Arrangement or disposition of intakes and apparatus for supplying, circulating, and filtering air for combustion and engine-cooling purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/12—Roofs
    • B61D17/16—Hatches in roofs

Definitions

  • the present invention relates to a railway vehicle roof comprising a ventilation assembly of an apparatus disposed on the roof of a railway vehicle, of the type comprising a first compartment for suctioning air outside the vehicle, said compartment having at least one opening opening to the outside of the vehicle, said first compartment opening to a second compartment comprising a motor fan arranged to cool said apparatus disposed in the vicinity of said second compartment.
  • braking rheostats are used to move the train from its maximum speed to a reduced speed, thus allowing the use of conventional brakes in the trains.
  • Such rheostats are generally placed at the top of the motor vehicles and must be cooled significantly to ensure proper operation of the rheostats.
  • a motor-fan is generally used to ensure the cooling of the rheostats.
  • the fan motor is powered by air drawn from outside the railway vehicle through the transverse faces of the car.
  • the sampling and guiding the air from the outside to the motor-fan is done by complex means and little optimized to provide the most efficient cooling possible.
  • the sampling and guiding means create disturbances in the air flow and cause losses in the air sucked, which results in lower performance of ventilation and therefore cooling.
  • These pressure losses are furthermore variable according to the running direction of the railway vehicle since the sampling and guiding means are not designed to adapt to the direction of movement of the railway vehicle.
  • the document EP-0 578 549 offers a set of ventilation adapted to the direction of the train and to dispense with the use of a motor fan.
  • This set includes movable flaps actuated by means of cylinders for opening air ducts supplying the cooling air rheostats according to the direction of movement of the railway vehicle.
  • movable flaps actuated by means of cylinders for opening air ducts supplying the cooling air rheostats according to the direction of movement of the railway vehicle.
  • the dynamic braking is a safety braking and it must not depend on the reliability of the actuating means, such as the cylinders, or control means for cooling the braking rheostats.
  • One of the aims of the invention is to overcome the drawbacks mentioned above by providing a ventilation assembly of the aforementioned type to minimize the pressure drop in the intake air irrespective of the direction of travel of the rail vehicle and not requiring means for actuating or controlling the cooling.
  • the invention relates to a railway vehicle roof according to claim 1.
  • the terms “longitudinal”, “transverse”, “lower” and “upper” are defined according to the usual directions of a railway vehicle laid on rails.
  • the railway vehicle can move in the longitudinal direction in two opposite directions.
  • a lodge 1 of a railway vehicle (not shown) which supports apparatus for operating the railway vehicle.
  • the flag 1 supports in particular at least one braking rheostat 2 which must be cooled to ensure its proper operation.
  • the horn 1 supports a ventilation assembly 4 formed of a first compartment 6 and a second compartment 8 adjacent to the first compartment, the second compartment 8 being adjacent to the braking rheostat 2.
  • the first compartment 6 is used to take the cooling air outside the railway vehicle and to convey this air into the second compartment 8 which comprises a motor fan (not shown) for cooling the rheostat 2.
  • the first compartment 6 is in communication with the second compartment 8 itself in communication with the rheostat 2 to allow the circulation of air.
  • the first compartment 6 comprises two openings 10 extending in a longitudinal direction and communicating the outside of the railway vehicle with the interior of the first compartment 6. Each opening is disposed on a transverse face of the compartment 6 on either side flag 1 as shown on the Figure 1 .
  • the openings 10 are symmetrical to one another with respect to a substantially vertical plane extending in the longitudinal direction.
  • the length of the openings 10, that is to say the length of the lower edges 12 and upper 14 openings, is substantially equal to that of the first compartment 6 and the openings 10 are curved in width in order to follow the rounded outer contour of the cover 11 closing and covering the compartments and equipment arranged on the roof 1.
  • the openings 10 In longitudinal section, the openings 10 have a substantially rectangular shape and in cross section, the openings have a curved shape.
  • the upper edges 14 of the openings 10 are separated by a wall 16 defining the "ceiling" of the first compartment 6.
  • the air taken from the outside enters the first compartment 6 in a substantially transverse direction of on both sides of the roof 1 through the openings 10, as represented by the arrows F 1 and F 2 of the Figure 3 .
  • Each opening 10 is closed by a grid 18 comprising a plurality of air passages allowing air to enter the first compartment 6.
  • These passages are for example formed between a plurality of slats extending substantially longitudinally and arranged between the lower edge 12 and the upper edge 14 of the opening 10.
  • This grid 18 protects the internal elements of the ventilation assembly 4 and rheostat 2 by preventing excessive infiltration of water or waste inside. first compartment 6.
  • the first compartment 6 comprises at least one inner longitudinal wall 20 extending along the compartment 6 of the compartment floor 6, to the wall 16 and separating said compartment into two lateral parts 22.
  • the compartment 6 comprises two inner walls 20 extending substantially parallel to each other substantially in the center of the compartment 6, in the transverse direction, and defining three parts of compartments separated by said walls.
  • the two lateral parts 22 of the compartment are substantially symmetrical to one another with respect to a substantially vertical plane extending in a longitudinal direction and passing through the center of the compartment 6, in the transverse direction. For this reason, only one of said side portions 22 will be described later, the other part being similar and symmetrical with said part.
  • Each part 22 communicates with the second compartment 8 through an opening 23 formed in a wall separating the first 6 and the second 8 compartments.
  • the opening 23 extends in a transverse direction, that is to say substantially perpendicular to the direction of the flow of air outside the car.
  • each part 22 comprises a group of baffles 24 extending from the opening 10 towards the inside of the part 22 so as to suck the air from the outside and to guide it towards the motor-fan of the second compartment 8 through the opening 23.
  • each deflector 24 comprises a transverse portion 26 extending substantially transversely to lower edge 12 of the opening 10 and a longitudinal portion 28 extending substantially longitudinally from the transverse portion 26 inside the portion 22.
  • the upper edge of the transverse portion 26 has a contour in the form of the opening 10, that is to say that the height of the baffle increases progressively from the lower edge 12 of the opening to the longitudinal portion 28 as shown on the Figure 2 to follow the curved shape of the opening seen in cross section.
  • baffles 24 are distributed in the portion 22 in a longitudinal direction between two end baffles 30 and 32 and are spaced from each other so as to define a channel between two successive deflectors and allow the passage of air.
  • Intermediate baffles 33 are arranged between the end baffles 30 and 32.
  • the end deflector 30, furthest from the second compartment 8, is formed by the wall 20, for its longitudinal portion 28, and by a recess 31, for its transverse portion 26, extending from this wall 20 at the lower edge 12 of the opening 10.
  • the recess 31 thus forms the bottom wall of the portion 22, as shown in FIGS. Figures 2 and 3 .
  • the end deflector 30 has substantially the shape of an open L, that is to say that its transverse portion 26 is substantially straight and forms an angle slightly greater than 90 ° with the wall 20. According to other modes As a result, the angle between the transverse portion 26 and the longitudinal portion 28 of the end deflector 30 may vary from about 5 ° to about 90 °.
  • the air when the rail vehicle circulates in one direction, for example the forward direction, where the air first meets the end deflector 30, the air is guided by the transverse portion 26 towards the longitudinal portion 28 forming a substantially L-shaped stream inside the compartment 6, as represented by the arrow F 1 of the Figure 3 .
  • the air enters the opening 10 substantially transversely and with a direction directed towards the second compartment (arrows F 1 ).
  • the L-shape of the end deflector 30 allows to bring the air inside the first compartment 6 and maintain the flow of air in the direction of the second compartment 8. This shape thus minimizes the appearance of disturbances in the air flow and and to reduce the pressure drop in the air flow to the second compartment 8 by the end deflector 30 in the direction of forward.
  • the other end deflector 32 the closest to the second compartment, has substantially a U-shape, that is to say that its transverse and longitudinal portions 28 are bent so as to form a concavity turned towards the second compartment 8.
  • the air is guided by the transverse portion 26 to the longitudinal portion 28 forming a substantially U-shaped stream, as represented by arrows F 2 of the Figure 3 .
  • the air enters the opening 10 substantially transversely and with a direction facing away from the second compartment 8 (arrows F 2 ).
  • the U-shape of the end deflector 32 therefore makes it possible to return the air in the direction of the second compartment 8. This shape makes it possible to minimize the appearance of disturbances in the air flow and thus to reduce the pressure drop in the flow of air communicated to the second compartment 8 by the end deflector 32 in the direction of reverse.
  • the intermediate deflector 33 or deflectors 33 have a shape evolving between the shape of U and the shape of L so that the deflectors 24 pass gradually of a substantially U-shaped deflector d end 32 to a substantially L shape of the other end deflector 30.
  • the closer a deflector 33 is to the end deflector 32 the more the transverse portion 26 of this deflector 24 is curved.
  • the deflectors 33 disposed between the end deflectors 30 and 32 also participate in guiding the air by reducing disruptions in the air flow irrespective of the direction of travel of the railway vehicle.
  • the ventilation assembly 4 described above thus makes it possible to guide the air towards the fan motor by minimizing the pressure losses in the air flow regardless of the running direction of the railway vehicle and thus to optimize the cooling of the braking rheostats.
  • the assembly does not include moving parts whose position must be adapted to the direction of travel of the vehicle, that is to say that the baffles are fixed relative to the flag.
  • the ventilation assembly is reliable and simple and its operation is not dependent on the reliability of actuating means or control means for cooling the braking rheostats.
  • the ventilation assembly is not bulky so that it is completely housed on the roof of the railway vehicle, which frees up space under this flag.
  • the invention has been described in connection with the cooling of braking rheostats. It is understood that other types of equipment, arranged on the roof of the railway vehicle, can be cooled by the ventilation assembly described above.

Claims (10)

  1. Dachaufbauvorrichtung für Schienenfahrzeug die eine Belüftungseinheit einer auf dem Dach angebrachten Ausrüstung des Schienenfahrzeugs umfasst und von der Art ist, die ein erstes Abteil (6) zur Ansaugung von Luft von der Außenseite des Fahrzeugs umfasst, wobei das genannte erste Abteil (6) wenigstens eine auf der Fahrzeugaußenseite mündende Öffnung (10) aufweist, und das erste Abteil (6) in ein zweites Abteil (8) mündet, das einen Lüftersatz enthält der zur Kühlung der in der Umgebung des zweiten Abteils (8) befindlichen genannten Ausrüstung dient, wobei das erste und das zweite Abteil (6, 8) in der Dachaufbauvorrichtung (1) des Schienenfahrzeugs enthalten sind und das erste Abteil (6) eine Vielzahl Umlenkblech bzw. Umlenkelemente (24) enthält, die sich von der Öffnung (10) ins Innere des Abteils (6) erstrecken, und die genannten Umlenkelemente (24) in Bezug auf die Dachaufbauvorrichtung fest sind und den Strom der von der Fahrzeugaußenseite angesaugten Luft zum zweiten Abteil (8) leiten, wobei jedes der genannten Umlenkelemente (24) eine Form aufweist, die angepasst ist, die Störungen des angesaugten Luftstroms zu minimieren, unabhängig von der Fortbewegungsrichtung des Schienenfahrzeugs,
    dadurch gekennzeichnet, dass jedes Umlenkelement (24) umfasst: einen transversalen Abschnitt (26), der sich im Wesentlichen in Querrichtung ersteckt, wobei der genannte Abschnitt (26) sich bis zum unteren Rand (12) der Öffnung (10) des ersten Abteils (6) erstreckt, um die von außen angesaugte Luft zu leiten, und einen longitudinalen Abschnitt (28), der sich im Wesentlichen in Längsrichtung erstreckt, wobei der genannte Abschnitt (28) sich von dem transversalen Abschnitt (26) ins Innere des ersten Abteils (6) ersteckt, um die Luft von dem transversalen Abschnitt (26) in Richtung zweites Abteil (8) zu leiten.
  2. Dachaufbauvorrichtung für Schienenfahrzeug nach Anspruch 1, bei der das erste Abteil (6) mit dem zweiten Abteil (8) durch wenigstens eine Öffnung (23) kommuniziert, wobei die genannte Öffnung (23) sich in einer im Wesentlichen transversalen Richtung erstreckt
  3. Dachaufbauvorrichtung für Schienenfahrzeug nach Anspruch 1 oder 2, bei der die Umlenkelemente (24) in dem ersten Abteil (6) entsprechend einer Längsrichtung zwischen wenigstens zwei Endumlenkelementen (30, 32) verteilt sind, wobei wenigstens ein Zwischenumlenkelement (33) zwischen den genannten Endumlenkelementen (30, 32) angeordnet ist.
  4. Dachaufbauvorrichtung für Schienenfahrzeug nach Anspruch 3, bei der ein Endumlenkelement (30) im Wesentlichen eine L-Form aufweist und das andere Endumlenkelement (32) im Wesentlichen eine U-Form, um in dem ersten Abteil (6) einen im Wesentlichen L-förmigen Luftstrom zu erzeugen, wenn das Schienenfahrzeug sich in der einen Richtung fortbewegt, und einen im Wesentlichen U-förmigen Luftstrom, wenn das Schienenfahrzeug sich in der anderen Richtung fortbewegt.
  5. Dachaufbauvorrichtung für Schienenfahrzeug nach Anspruch 4, bei der das L-förmige Endumlenkelement (30) am weitesten von dem Abteils (8) entfernt ist und das U-förmige Endumlenkelement (32) sich am nächsten bei dem Abteil (8) befindet.
  6. Dachaufbauvorrichtung für Schienenfahrzeug nach einem der Ansprüche 3 bis 5, bei der das (oder die) Zwischenumlenkelement(e) (33) eine zwischen der Form eines U und der Form eines L enthaltene Form aufweist (aufweisen), derart dass die Umlenkelemente (24) von der U-Form, die das eine Endumlenkelement (32) im Wesentlichen aufweist, progressiv zur der L-Form übergehen, welche das andere Endumlenkelement (30) im Wesentlichen aufweist.
  7. Dachaufbauvorrichtung für Schienenfahrzeug nach einem der Ansprüche 1 bis 6, bei der die Öffnung (10) durch ein Gitter (18) geschlossen ist, das eine Vielzahl Durchlässe aufweist, um die Luft von der Außenseite in das erste Abteil (6) passieren zu lassen.
  8. Dachaufbauvorrichtung für Schienenfahrzeug nach einem der Ansprüche 1 bis 7, bei der das erste Abteil (6) zwei auf der Fahrzeugaußenseite mündende Öffnungen (10) und zwei Gruppen Umlenkelemente (24) umfasst, die im Wesentlichen symmetrisch zueinander sind in Bezug auf eine sich im Wesentlichen in Längsrichtung erstreckenden Ebene.
  9. Dachaufbauvorrichtung für Schienenfahrzeug nach Anspruch 8, bei der das erste Abteil (6) wenigstens eine Innenwand (20) umfasst, die sich im Wesentlichen in Längsrichtung zwischen den beiden Gruppen von Umlenkelementen (24) erstreckt.
  10. Dachaufbauvorrichtung für Schienenfahrzeug nach dem Anspruch 9, wenn er von einem der Ansprüche 3 bis 6 abhängt, bei der das Endumlenkelement (30) durch die Innenwand (20) und durch einen Absatz (31) gebildet wird, der sich von der Innenwand (20) bis zum unteren Rand (12) der Öffnung (10) erstreckt.
EP09150243A 2008-01-11 2009-01-08 Belüftungseinheit einer Ausrüstung eines Schienenfahrzeugs Active EP2078655B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0850164A FR2926276B1 (fr) 2008-01-11 2008-01-11 Ensemble de ventilation d'un appareillage de vehicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2078655A1 EP2078655A1 (de) 2009-07-15
EP2078655B1 true EP2078655B1 (de) 2011-09-21

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EP (1) EP2078655B1 (de)
JP (1) JP2009166835A (de)
CN (1) CN101531199B (de)
AT (1) ATE525264T1 (de)
ES (1) ES2369757T3 (de)
FR (1) FR2926276B1 (de)
RU (1) RU2496657C2 (de)

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DE102013217628A1 (de) * 2013-09-04 2015-03-05 Siemens Aktiengesellschaft Schienenfahrzeug mit Bremswiderstandsgehäuse

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EP2308735B1 (de) * 2009-10-06 2013-08-14 Bombardier Transportation GmbH Abkühlen von Bremswiderständen eines schienengebundenen Fahrzeugs
DE102012210857A1 (de) 2012-06-26 2014-01-02 Siemens Aktiengesellschaft Hinterlüftetes Sonnensegel für Dachgeräte von Schienenfahrzeugen
DE102012214861A1 (de) * 2012-08-21 2014-02-27 Siemens Aktiengesellschaft Luftleitungssystem für einen Lüfter eines Schienenfahrzeugs
FR3014396B1 (fr) * 2013-12-06 2017-04-28 Alstom Transp Tech Dispositif de refroidissement de composants, notamment pour un vehicule ferroviaire
CN103863063B (zh) * 2014-04-04 2016-01-20 安徽江淮汽车股份有限公司 车辆用通风格栅
DE102015203689B4 (de) * 2015-03-02 2017-12-14 Siemens Aktiengesellschaft Fahrzeug, insbesondere Schienenfahrzeug, mit Bremswiderstand
CN105151060A (zh) * 2015-07-08 2015-12-16 南车南京浦镇车辆有限公司 一种轨道交通车辆车厢送风系统
CN105235692B (zh) * 2015-10-23 2018-04-24 中车资阳机车有限公司 一种机车透气散热装置
FR3070353B1 (fr) * 2017-08-30 2019-09-06 Speedinnov Motrice de train a grande vitesse
CN107618532B (zh) * 2017-09-26 2024-02-20 眉山中车制动科技股份有限公司 一种用于铁路机车车辆自动防尘装置的锁止机构
DE102017217228B4 (de) 2017-09-27 2019-06-06 Siemens Mobility GmbH Elektrisch betriebenes Fahrzeug
JP2021501090A (ja) * 2017-10-30 2021-01-14 アーベーベー・シュバイツ・アーゲーＡＢＢ Ｓｃｈｗｅｉｚ ＡＧ 鉄道車両の電力変換装置のための冷却システム
FR3128847B1 (fr) * 2021-11-02 2023-12-01 Alstom Transp Tech Dispositif de refroidissement d’un composant destiné à équiper un véhicule et véhicule associé

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FR2693160B1 (fr) * 1992-07-06 1994-08-19 Alsthom Gec Engin de traction ferroviaire équipé de rhéostats de freinage, pour train à grande vitesse.
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DE102013217628A1 (de) * 2013-09-04 2015-03-05 Siemens Aktiengesellschaft Schienenfahrzeug mit Bremswiderstandsgehäuse

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Publication number Publication date
FR2926276B1 (fr) 2010-09-03
ES2369757T3 (es) 2011-12-05
FR2926276A1 (fr) 2009-07-17
JP2009166835A (ja) 2009-07-30
RU2009100677A (ru) 2010-07-20
CN101531199B (zh) 2013-04-17
ATE525264T1 (de) 2011-10-15
EP2078655A1 (de) 2009-07-15
CN101531199A (zh) 2009-09-16
RU2496657C2 (ru) 2013-10-27

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