EP2078655B1 - Unit for ventilating railway vehicle equipment - Google Patents

Unit for ventilating railway vehicle equipment 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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EP09150243A
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German (de)
French (fr)
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EP2078655A1 (en
Inventor
Emmanuel Guilloteau
Christophe Roudet
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Alstom Transport SA
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Alstom Transport SA
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Publication of EP2078655A1 publication Critical patent/EP2078655A1/en
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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.

Abstract

The panel (1) has compartments (6, 8) forming a ventilation assembly (4). An electric fan cools an appliance e.g. braking rheostat (2), placed near the compartment (8). The compartment (6) has deflectors (24) extending from an opening (10) towards interior of the compartment (6). The deflectors are fixed with respect to the panel and guide a flow of air aspirated from the exterior of the vehicle to the compartment (8). Each deflector presenting an adapted shape to minimize the disturbance of the aspirated air flow, irrespective of displacement direction of a railway vehicle.

Description

La présente invention concerne un pavillon de véhicule ferroviaire comprenant un ensemble de ventilation d'un appareillage disposé en toiture d'un véhicule ferroviaire, du type comprenant un premier compartiment d'aspiration de l'air extérieur au véhicule, ledit compartiment présentant au moins une ouverture débouchant sur l'extérieur du véhicule, ledit premier compartiment débouchant sur un deuxième compartiment comprenant un moto-ventilateur agencé pour refroidir ledit appareillage disposé au voisinage dudit deuxième compartiment.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.

Dans les trains à grande vitesse, des rhéostats de freinage sont utilisés pour faire passer le train de sa vitesse maximale à une vitesse réduite permettant alors l'utilisation de freins classiques dans les trains. De tels rhéostats sont généralement placés en partie haute des motrices de véhicules ferroviaires et doivent être refroidis de façon importante pour assurer un bon fonctionnement des rhéostats.In high-speed trains, 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.

Dans les ensembles connus de ventilation de rhéostats de freinage, un moto-ventilateur est généralement utilisé pour assurer le refroidissement des rhéostats. Le moto-ventilateur est alimenté par de l'air prélevé de l'extérieur du véhicule ferroviaire à travers les faces transversales de la voiture.In known sets of braking rheostats ventilation, 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.

Cependant, dans de tels ensembles de ventilation, le prélèvement et le guidage de l'air de l'extérieur vers le moto-ventilateur se fait par des moyens complexes et peu optimisés pour offrir le refroidissement le plus efficace possible. En effet, les moyens de prélèvement et de guidage créent des perturbations dans le flux d'air et entraînent des pertes de charge dans l'air aspiré, ce qui entraîne des baisses de performance de la ventilation et donc du refroidissement. Ces pertes de charge sont en outre variables selon la direction de marche du véhicule ferroviaire car les moyens de prélèvement et de guidage ne sont pas prévus pour s'adapter au sens de déplacement du véhicule ferroviaire.However, in such ventilation assemblies, 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. Indeed, 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.

Le document EP-0 578 549 propose un ensemble de ventilation s'adaptant à la direction du train et permettant de se passer de l'utilisation d'un moto-ventilateur. Cet ensemble comprend des volets mobiles actionnés au moyen de vérins permettant d'ouvrir des conduits d'air alimentant les rhéostats en air de refroidissement en fonction du sens de déplacement du véhicule ferroviaire. Cependant, un tel système est complexe et requiert un pilotage des vérins pour adapter le déploiement des volets au sens de déplacement. En outre, le freinage rhéostatique est un freinage de sécurité et il ne doit pas dépendre de la fiabilité des moyens d'actionnements, tels que les vérins, ou de moyens de commande pour assurer le refroidissement des rhéostats de freinage.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. However, such a system is complex and requires control of the cylinders for adapt the deployment of the shutters to the direction of travel. In addition, 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.

L'un des buts de l'invention est de pallier les inconvénients mentionnés ci-dessus en proposant un ensemble de ventilation du type précité permettant de minimiser les pertes de charge dans l'air aspiré quelle que soit la direction de déplacement du véhicule ferroviaire et ne nécessitant pas de moyens d'actionnement ou de pilotage du refroidissement.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.

A cet effet, l'invention concerne un pavillon de véhicule ferroviaire selon la revendication 1.For this purpose, the invention relates to a railway vehicle roof according to claim 1.

Selon d'autres caractéristiques du pavillon de véhicule ferroviaire :

  • le premier compartiment communique avec le deuxième compartiment par au moins une ouverture, ladite ouverture s'étendant selon une direction sensiblement transversale ;
  • les déflecteurs sont répartis dans le premier compartiment selon une direction longitudinale entre au moins deux déflecteurs d'extrémité, au moins un déflecteur intermédiaire étant disposé entre lesdits déflecteurs d'extrémités ;
  • un déflecteur d'extrémité présente sensiblement une forme en L et en ce que l'autre déflecteur d'extrémité présente sensiblement une forme en U, de sorte à former, dans le premier compartiment, un flux d'air sensiblement en forme en L lorsque le véhicule ferroviaire se déplace dans un sens et sensiblement en forme en U lorsque le véhicule ferroviaire se déplace dans le sens opposé ;
  • le déflecteur d'extrémité en forme de L est le plus éloigné du deuxième compartiment et le déflecteur d'extrémité en forme de U est le plus proche du deuxième compartiment ;
  • le ou les déflecteurs intermédiaires présentent une forme évoluant entre la forme d'un U et la forme d'un L de sorte que les déflecteurs passent progressivement d'une forme sensiblement en U d'un déflecteur d'extrémité à une forme sensiblement en L de l'autre déflecteur d'extrémité ;
  • l'ouverture est fermée par une grille comprenant une pluralité de passages de sorte à laisser passer l'air entre l'extérieur et le premier compartiment ;
  • le premier compartiment comprend deux ouvertures débouchant sur l'extérieur du véhicule et deux groupes de déflecteurs sensiblement symétriques l'un de l'autre par rapport à un plan s'étendant selon une direction sensiblement longitudinale ;
  • le premier compartiment comprend au moins une paroi interne s'étendant sensiblement longitudinalement entre les deux groupes de déflecteurs ; et
  • le déflecteur d'extrémité est formé par la paroi interne et par un décrochement s'étendant de la paroi interne jusqu'au bord inférieur de l'ouverture.
According to other characteristics of the railway vehicle pavilion:
  • the first compartment communicates with the second compartment by at least one opening, said opening extending in a substantially transverse direction;
  • the baffles are distributed in the first compartment in a longitudinal direction between at least two end baffles, at least one intermediate baffle being disposed between said end baffles;
  • an end baffle is substantially L-shaped and the other end baffle is substantially U-shaped, so that forming, in the first compartment, a substantially L-shaped airflow when the rail vehicle moves in one direction and substantially U-shaped as the rail vehicle moves in the opposite direction;
  • the L-shaped end deflector is farthest from the second compartment and the U-shaped end deflector is closest to the second compartment;
  • the intermediate deflector or baffles have a shape evolving between the shape of a U and the shape of an L so that the baffles progressively change from a substantially U-shape of an end deflector to a substantially L-shape the other end deflector;
  • the opening is closed by a grid comprising a plurality of passages so as to allow air to pass between the outside and the first compartment;
  • the first compartment comprises two openings opening on the outside of the vehicle and two groups of baffles substantially symmetrical to each other with respect to a plane extending in a substantially longitudinal direction;
  • the first compartment comprises at least one inner wall extending substantially longitudinally between the two groups of baffles; and
  • the end baffle is formed by the inner wall and a recess extending from the inner wall to the lower edge of the opening.

D'autres aspects et avantages de l'invention apparaîtront au cours de la description qui suit, donnée à titre d'exemple et faite en référence aux dessins annexés, dans lesquels :

  • la Figure 1 est une représentation schématique en perspective d'une partie d'un pavillon de véhicule ferroviaire comprenant un ensemble de ventilation selon l'invention,
  • la Figure 2 est une représentation schématique en perspective du premier compartiment de l'ensemble de ventilation de la Figure 1, la grille fermant l'ouverture ayant été enlevée,
  • la Figure 3 est une représentation schématique en coupe de dessus de l'ensemble de ventilation de la Figure 1.
Other aspects and advantages of the invention will become apparent from the description which follows, given by way of example and with reference to the appended drawings, in which:
  • the Figure 1 is a schematic representation in perspective of a part of a railway vehicle roof comprising a ventilation assembly according to the invention,
  • the Figure 2 is a schematic representation in perspective of the first compartment of the ventilation assembly of the Figure 1 , the gate closing the opening having been removed,
  • the Figure 3 is a schematic representation in section from above of the ventilation assembly of the Figure 1 .

Dans la description, les termes « longitudinal », « transversal », « inférieur » et « supérieur » sont définis selon les directions usuelles d'un véhicule ferroviaire posé sur des rails. Ainsi, le véhicule ferroviaire peut se déplacer selon la direction longitudinale dans deux sens opposés.In the description, the terms "longitudinal", "transverse", "lower" and "upper" are defined according to the usual directions of a railway vehicle laid on rails. Thus, the railway vehicle can move in the longitudinal direction in two opposite directions.

En référence à la Figure 1, on décrit un pavillon 1 d'un véhicule ferroviaire (non représenté) supportant des appareillages de fonctionnement du véhicule ferroviaire.With reference to the Figure 1 , a lodge 1 of a railway vehicle (not shown) is described which supports apparatus for operating the railway vehicle.

Le pavillon 1 supporte notamment au moins un rhéostat de freinage 2 qui doit être refroidi pour garantir son bon fonctionnement. A cet effet, le pavillon 1 supporte un ensemble de ventilation 4 formé d'un premier compartiment 6 et d'un deuxième compartiment 8 adjacent au premier compartiment, le deuxième compartiment 8 étant adjacent au rhéostat de freinage 2.The flag 1 supports in particular at least one braking rheostat 2 which must be cooled to ensure its proper operation. For this purpose, 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.

Le premier compartiment 6 sert au prélèvement de l'air de refroidissement à l'extérieur du véhicule ferroviaire et à l'acheminement de cet air dans le deuxième compartiment 8 qui comprend un moto-ventilateur (non représenté) permettant le refroidissement du rhéostat 2. Le premier compartiment 6 est donc en communication avec le deuxième compartiment 8 lui-même en communication avec le rhéostat 2 afin de permettre la circulation de l'air.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.

Le premier compartiment 6 comprend deux ouvertures 10 s'étendant selon une direction longitudinale et faisant communiquer l'extérieur du véhicule ferroviaire avec l'intérieur du premier compartiment 6. Chaque ouverture est disposée sur une face transversale du compartiment 6 de part et d'autre du pavillon 1 comme représenté sur la Figure 1. Les ouvertures 10 sont symétriques l'une de l'autre par rapport à un plan sensiblement vertical s'étendant selon la direction longitudinale. La longueur des ouvertures 10, c'est-à-dire la longueur des bords inférieurs 12 et supérieurs 14 des ouvertures, est sensiblement égale à celle du premier compartiment 6 et les ouvertures 10 sont courbées en largeur afin de suivre le contour extérieur arrondi du capot 11 fermant et recouvrant les compartiments et les équipements disposés sur le pavillon 1. En coupe longitudinale, les ouvertures 10 présentent une forme sensiblement rectangulaire et en coupe transversale, les ouvertures présentent une forme courbe. Les bords supérieurs 14 des ouvertures 10 sont séparés par une paroi 16 définissant « le plafond » du premier compartiment 6. Ainsi, l'air prélevé de l'extérieur pénètre dans le premier compartiment 6 selon une direction sensiblement transversale de part et d'autre du pavillon 1 par les ouvertures 10, comme représenté par les flèches F1 et F2 de la Figure 3.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. 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. Thus, 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 .

Chaque ouverture 10 est fermée par une grille 18 comprenant une pluralité de passages d'air permettant à l'air de pénétrer dans le premier compartiment 6. Ces passages sont par exemple formés entre une pluralité de lattes s'étendant sensiblement longitudinalement et disposées entre le bord inférieur 12 et le bord supérieur 14 de l'ouverture 10. Cette grille 18 permet de protéger les éléments internes de l'ensemble de ventilation 4 et du rhéostat 2 en empêchant de trop grandes infiltrations d'eau ou de déchets à l'intérieur du premier compartiment 6.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.

En référence aux Figures 2 et 3, on décrit à présent plus en détail le premier compartiment 6.With reference to Figures 2 and 3 the first compartment 6 is now described in more detail.

Le premier compartiment 6 comprend au moins une paroi longitudinale interne 20 s'étendant le long du compartiment 6 du plancher du compartiment 6, à la paroi 16 et séparant ledit compartiment en deux parties latérales 22. Selon un mode de réalisation, le compartiment 6 comprend deux parois internes 20 s'étendant sensiblement parallèlement l'une à l'autre sensiblement au centre du compartiment 6, selon la direction transversale, et définissant trois parties de compartiments séparées par lesdites parois. Les deux parties latérales 22 du compartiment sont sensiblement symétriques l'une de l'autre par rapport à un plan sensiblement vertical s'étendant selon une direction longitudinale et passant par le centre du compartiment 6, selon la direction transversale. Pour cette raison, seule une desdites parties latérales 22 sera décrite par la suite, l'autre partie étant similaire et symétrique de ladite partie.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. According to one embodiment, 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.

Chaque partie 22 communique avec le deuxième compartiment 8 par une ouverture 23 formée dans une paroi séparant le premier 6 et le deuxième 8 compartiments. L'ouverture 23 s'étend selon une direction transversale, c'est-à-dire sensiblement perpendiculairement à la direction du flux d'air à l'extérieur de la voiture.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.

Pour cette raison, chaque partie 22 comprend un groupe de déflecteurs 24 s'étendant de l'ouverture 10 vers l'intérieur de la partie 22 de sorte à aspirer l'air de l'extérieur et à le guider vers le moto-ventilateur du deuxième compartiment 8 en le faisant passer par l'ouverture 23. A cet effet, chaque déflecteur 24 comprend une partie transversale 26 s'étendant sensiblement transversalement jusqu'au bord inférieur 12 de l'ouverture 10 et une partie longitudinale 28 s'étendant sensiblement longitudinalement depuis la partie transversale 26 à l'intérieur de la partie 22. Ainsi, le flux d'air entrant transversalement par l'ouverture 10 est guidé par la partie transversale 26 d'un déflecteur puis réorienté selon une direction longitudinale par la partie longitudinale 28 du déflecteur afin d'être acheminé dans le deuxième compartiment 8, comme représenté par les flèches F1 et F2 de la Figure 3. Le bord supérieur de la partie transversale 26 présente un contour suivant la forme de l'ouverture 10, c'est-à-dire que la hauteur du déflecteur augmente progressivement du bord inférieur 12 de l'ouverture vers la partie longitudinale 28 comme représenté sur la Figure 2 afin de suivre la forme courbe de l'ouverture vue en coupe transversale.For this reason, 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. To this end, 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. Thus, the flow of air entering transversely through the opening 10 is guided by the transverse portion 26 of a deflector and then reoriented in a longitudinal direction by the longitudinal portion 28 of the deflector to be routed in the second compartment 8, as represented by the arrows F1 and F2 of the Figure 3 . 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.

Les déflecteurs 24 sont répartis dans la partie 22 selon une direction longitudinale entre deux déflecteurs d'extrémité 30 et 32 et sont espacés les uns des autres de sorte à définir un canal entre deux déflecteurs successifs et permettre le passage de l'air. Des déflecteurs intermédiaires 33, par exemple au nombre de deux, sont disposés entre les déflecteurs d'extrémité 30 et 32.The 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, for example two in number, are arranged between the end baffles 30 and 32.

Le déflecteur d'extrémité 30, le plus éloigné du deuxième compartiment 8, est formé par la paroi 20, pour sa partie longitudinale 28, et par un décrochement 31, pour sa partie transversale 26, s'étendant à partir de cette paroi 20 jusqu'au bord inférieur 12 de l'ouverture 10. Le décrochement 31 forme donc la paroi du fond de la partie 22, comme représenté sur les Figures 2 et 3. Le déflecteur d'extrémité 30 présente sensiblement la forme d'un L ouvert, c'est-à-dire que sa partie transversale 26 est sensiblement droite et forme un angle légèrement supérieur à 90°avec la paroi 20. Selon d'autres modes de réalisation, l'angle entre la partie transversale 26 et la partie longitudinale 28 du déflecteur d'extrémité 30 peut varier d'environ 5 ° autour de 90 °.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 °.

Ainsi, lorsque le véhicule ferroviaire circule dans un sens, la marche avant par exemple, où l'air rencontre d'abord le déflecteur d'extrémité 30, l'air est guidé par la partie transversale 26 vers la partie longitudinale 28 en formant un flux présentant sensiblement une forme en L à l'intérieur du compartiment 6, comme représenté par les flèche F1 de la Figure 3. En marche avant, l'air pénètre dans l'ouverture 10 sensiblement transversalement et avec une direction orientée vers le deuxième compartiment (flèches F1). La forme en L du déflecteur d'extrémité 30 permet donc d'amener l'air à l'intérieur du premier compartiment 6 et de maintenir le flux d'air dans la direction du deuxième compartiment 8. Cette forme permet ainsi de minimiser l'apparition de perturbations dans le flux d'air et ainsi de réduire la perte de charge dans le flux d'air communiqué au deuxième compartiment 8 par le déflecteur d'extrémité 30 dans le sens de la marche avant.Thus, 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 . In the forward direction, 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.

L'autre déflecteur d'extrémité 32, le plus proche du deuxième compartiment, présente sensiblement une forme en U, c'est-à-dire que ses parties transversale 26 et longitudinale 28 sont courbées de sorte à former une concavité tournée vers le deuxième compartiment 8. Ainsi, lorsque le véhicule ferroviaire circule dans un sens, la marche arrière par exemple, où l'air rencontre d'abord le déflecteur d'extrémité 32, l'air est guidé par la partie transversale 26 vers la partie longitudinale 28 en formant un flux présentant sensiblement une forme en U, comme représenté par les flèches F2 de la Figure 3. En marche arrière, l'air pénètre dans l'ouverture 10 sensiblement transversalement et avec une direction orientée à l'opposé du deuxième compartiment 8 (flèches F2). La forme en U du déflecteur d'extrémité 32 permet donc de renvoyer l'air dans la direction du deuxième compartiment 8. Cette forme permet de minimiser l'apparition de perturbations dans le flux d'air et ainsi de réduire la perte de charge dans le flux d'air communiqué au deuxième compartiment 8 par le déflecteur d'extrémité 32 dans le sens de la marche arrière.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. Thus, when the railway vehicle circulates in one direction, the reverse for example, where the air first meets the end deflector 32, 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 . In reverse, 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.

Entre les déflecteurs d'extrémité 30 et 32, le ou les déflecteurs intermédiaires 33 présentent une forme évoluant entre la forme de U et la forme de L de sorte que les déflecteurs 24 passent progressivement d'une forme sensiblement en U d'un déflecteur d'extrémité 32 à une forme sensiblement en L de l'autre déflecteur d'extrémité 30. Cela signifie que plus un déflecteur 33 est proche du déflecteur d'extrémité 30, moins la partie transversale 26 de ce déflecteur 24 est courbée. Inversement, plus un déflecteur 33 est proche du déflecteur d'extrémité 32, plus la partie transversale 26 de ce déflecteur 24 est courbée.Between the end deflectors 30 and 32, 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. This means that the further a deflector 33 is near the end deflector 30, the less the transverse portion 26 of the deflector 24 is bent. Conversely, the closer a deflector 33 is to the end deflector 32, the more the transverse portion 26 of this deflector 24 is curved.

Ainsi, les déflecteurs 33 disposés entre les déflecteurs d'extrémité 30 et 32 participent également au guidage de l'air en réduisant les perturbations dans le flux d'air quel que soit le sens de marche du véhicule ferroviaire.Thus, 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.

En marche avant, ce sont principalement le déflecteur d'extrémité 30 et, dans une moindre mesure, le ou les déflecteurs 33 adjacents qui participent au guidage de l'air vers le deuxième compartiment 8. En marche arrière, ce sont principalement le déflecteur d'extrémité 32 et, dans une moindre mesure, le ou les déflecteurs 33 adjacents qui participent au guidage de l'air vers le deuxième compartiment.In the forward direction, it is mainly the end deflector 30 and, to a lesser extent, the adjacent deflector (s) 33, which participate in guiding the air towards the second compartment 8. In reverse, it is mainly the deflector. end 32 and, to a lesser extent, the adjacent deflector (s) 33 which participate in guiding the air towards the second compartment.

L'ensemble de ventilation 4 décrit ci-dessus permet donc de guider l'air vers le moto-ventilateur en minimisant les pertes de charge dans le flux d'air quelle que soit la direction de marche du véhicule ferroviaire et ainsi d'optimiser le refroidissement du ou des rhéostats de freinage.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.

L'ensemble ne comprend pas de pièces mobiles dont la position doit être adaptée selon le sens de marche du véhicule, c'est-à-dire que les déflecteurs sont fixes par rapport au pavillon. Ainsi, l'ensemble de ventilation est fiable et simple et son fonctionnement n'est pas dépendant de la fiabilité de moyens d'actionnement ou de moyens de commande pour assurer le refroidissement des rhéostats de freinage.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. Thus, 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.

L'ensemble de ventilation n'est pas encombrant de sorte qu'il est complètement logé sur le pavillon du véhicule ferroviaire, ce qui permet de libérer de l'espace sous ce pavillon.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.

L'invention a été décrite en relation avec le refroidissement de rhéostats de freinage. Il est entendu que d'autres types d'appareillages, disposés sur le pavillon du véhicule ferroviaire, peuvent être refroidis par l'ensemble de ventilation décrit ci-dessus.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. Rail vehicle roof comprising a ventilation assembly for a device which is provided in the roof covering of the rail vehicle, of the type comprising a first compartment (6) for drawing in external air with respect to the vehicle, the compartment (6) having at least one opening (10) which opens at the outer side of the vehicle, the first compartment (6) opening at a second compartment (8) comprising a motor fan which is provided in order to cool the device which is provided beside the second compartment (8), the first and second compartments (6, 8) being provided on the roof (1) of the rail vehicle, and the first compartment (6) comprising a plurality of deflectors (24) which extend from the opening (10) towards the inner side of the compartment (6), the deflectors (24) being fixed in position in relation to the roof and guiding the air flow which is drawn in from the outer side of the vehicle to the second compartment (8), the deflectors (24) each having a shape which is adapted to minimise the disturbances of the air flow drawn in, whatever the direction of movement of the rail vehicle, characterised in that each deflector (24) comprises a transverse portion (26) which extends substantially transversely, the portion (26) extending as far as the lower edge (12) of the opening (10) of the first compartment (6) so as to guide the air drawn in from outside, and a longitudinal portion (28) which extends substantially longitudinally, said portion (28) extending from the transverse portion (26) to the inner side of the first compartment (6) so as to guide the air from the transverse portion (26) towards the second compartment (8).
  2. Rail vehicle roof according to claim 1, wherein the first compartment (6) communicates with the second compartment (8) via at least one opening (23), the opening (23) extending in a substantially transverse direction
  3. Rail vehicle roof according to claim 1 or 2, wherein the deflectors (24) are distributed in the first compartment (6) in a longitudinal direction between at least two end deflectors (30, 32), at least one intermediate deflector (33) being provided between the end deflectors (30, 32).
  4. Rail vehicle roof according to claim 3, wherein an end deflector (30) is substantially of L-like shape and in that the other end deflector (32) is substantially of U-like shape, so as to form, in the first compartment (6), an air flow which is substantially L-like when the rail vehicle moves in one direction and substantially U-like when the rail vehicle moves in the apposite direction.
  5. Rail vehicle roof according to claim 4, wherein the L-like end deflector (30) is furthest away from the second compartment (8) and the U-like end deflector (32) is nearest the second compartment (8).
  6. Rail vehicle roof according to any one of claims 3 to 5, wherein the intermediate deflector(s) (33) has/have a shape which changes between the U-like shape and the L-like shape so that the deflectors (24) progressively change from a substantially U-like shape for an end deflector (32) to a substantially L-like shape for the other end deflector (33).
  7. Rail vehicle roof according to any one of claims 1 to 6, wherein the opening (10) is closed by a grill (18) which comprises a plurality of passages so as to allow the air to pass between the outer side and the first compartment (6).
  8. Rail vehicle roof according to any one of claims 1 to 7, wherein the first compartment (6) comprises two openings (10) which open at the outer side of the vehicle and two groups of deflectors (24) which are substantially mutually symmetrical with respect to a plane which extends in a substantially longitudinal direction.
  9. Rail vehicle roof according to claim 8, wherein the first compartment (6) comprises at least one internal wall (20) which extends substantially longitudinally between the two groups of deflectors (24).
  10. Rail vehicle roof according to claim 9 when it is dependent on any one of claims 3 to 6, wherein the end deflector (30) is formed by the internal wall (20) and a discontinuity (31) which extends from the internal wall (20) as far as the lower edge (12) of the opening (10)
EP09150243A 2008-01-11 2009-01-08 Unit for ventilating railway vehicle equipment Active EP2078655B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0850164A FR2926276B1 (en) 2008-01-11 2008-01-11 VENTILATION ASSEMBLY OF A RAILWAY VEHICLE APPARATUS

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EP2078655A1 EP2078655A1 (en) 2009-07-15
EP2078655B1 true EP2078655B1 (en) 2011-09-21

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JP (1) JP2009166835A (en)
CN (1) CN101531199B (en)
AT (1) ATE525264T1 (en)
ES (1) ES2369757T3 (en)
FR (1) FR2926276B1 (en)
RU (1) RU2496657C2 (en)

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EP2308735B1 (en) * 2009-10-06 2013-08-14 Bombardier Transportation GmbH Cooling braking resistors of a track bound vehicle
DE102012210857A1 (en) 2012-06-26 2014-01-02 Siemens Aktiengesellschaft Ventilated awning for roof equipment of rail vehicles
DE102012214861A1 (en) * 2012-08-21 2014-02-27 Siemens Aktiengesellschaft Air duct system for a fan of a rail vehicle
FR3014396B1 (en) 2013-12-06 2017-04-28 Alstom Transp Tech DEVICE FOR COOLING COMPONENTS, IN PARTICULAR FOR A RAILWAY VEHICLE
CN103863063B (en) * 2014-04-04 2016-01-20 安徽江淮汽车股份有限公司 Vehicle air grid
DE102015203689B4 (en) * 2015-03-02 2017-12-14 Siemens Aktiengesellschaft Vehicle, in particular rail vehicle, with braking resistor
CN105151060A (en) * 2015-07-08 2015-12-16 南车南京浦镇车辆有限公司 Air supply system of rail vehicle carriage
CN105235692B (en) * 2015-10-23 2018-04-24 中车资阳机车有限公司 A kind of locomotive is breathed freely radiator
FR3070353B1 (en) * 2017-08-30 2019-09-06 Speedinnov HIGH SPEED TRAIN MOTOR
CN107618532B (en) * 2017-09-26 2024-02-20 眉山中车制动科技股份有限公司 Locking mechanism for automatic dustproof device of railway rolling stock
DE102017217228B4 (en) 2017-09-27 2019-06-06 Siemens Mobility GmbH Electrically operated vehicle
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FR3128847B1 (en) * 2021-11-02 2023-12-01 Alstom Transp Tech Cooling device for a component intended to equip a vehicle and associated vehicle

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CN101531199A (en) 2009-09-16
JP2009166835A (en) 2009-07-30
CN101531199B (en) 2013-04-17
RU2009100677A (en) 2010-07-20
EP2078655A1 (en) 2009-07-15
FR2926276B1 (en) 2010-09-03
ES2369757T3 (en) 2011-12-05
ATE525264T1 (en) 2011-10-15
RU2496657C2 (en) 2013-10-27
FR2926276A1 (en) 2009-07-17

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