EP2681094B1 - Véhicule ferroviaire comprenant un compartiment de réception en dessous du plancher - Google Patents

Véhicule ferroviaire comprenant un compartiment de réception en dessous du plancher Download PDF

Info

Publication number
EP2681094B1
EP2681094B1 EP12707514.1A EP12707514A EP2681094B1 EP 2681094 B1 EP2681094 B1 EP 2681094B1 EP 12707514 A EP12707514 A EP 12707514A EP 2681094 B1 EP2681094 B1 EP 2681094B1
Authority
EP
European Patent Office
Prior art keywords
receiving space
cooled
air
rail vehicle
longitudinal
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.)
Active
Application number
EP12707514.1A
Other languages
German (de)
English (en)
Other versions
EP2681094A1 (fr
Inventor
Olaf Lemcke
Klaus Fischer
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
Publication of EP2681094A1 publication Critical patent/EP2681094A1/fr
Application granted granted Critical
Publication of EP2681094B1 publication Critical patent/EP2681094B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B61D27/0072—Means for cooling only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details

Definitions

  • the invention relates to a rail vehicle, in particular a tensile part (eg a carriage or power train) of a high-speed train.
  • the invention further relates to a method for producing a rail vehicle, in particular a tensile part of a high-speed train.
  • the rail vehicle has a body with a bottom that limits a body space for transporting people and / or cargo down. Below the bottom of a receiving space for receiving devices of the vehicle is formed, wherein the receiving space has at least one air inlet opening and at least one air outlet opening.
  • the receiving space is particularly in the height range of bogies of the rail vehicle.
  • the invention relates in particular to a rail vehicle according to the features of the preamble of independent claim 1 and to a method for producing such a rail vehicle according to the features of the preamble of independent claim 7.
  • traction motors for traction motors and other electrical loads
  • voltage transformers for traction motors and other electrical loads
  • battery chargers for controlling other equipment
  • compressed air compressors of the brake system and electrical distributors.
  • These devices are preferably arranged at the bottom of the floor, especially in cars for high-speed trains.
  • WO 2010/026049 A1 describes a rail vehicle with a cooling arrangement for arranged in an underfloor area components that are cooled via an associated radiator.
  • the cooling arrangement has at least one first inlet opening for fresh air to be used as cooling air and at least one fan for guiding the cooling air in the direction of at least one of the components.
  • the at least one first inlet opening is arranged in the underfloor area.
  • the cooling arrangement also has at least one with the fan fluidly connected second inlet opening for use as cooling air deadline air, which is arranged above side skirts of the rail vehicle and connected via an air duct with the underfloor area.
  • a bottom side of a railcar is fluidly sealed by means of a floor pan, so that above the floor pan cooling air flows can be performed.
  • the floor pan continues at its outer edges in side skirts of the trainset.
  • a power converter cooling system which is provided within the floor pan and in the longitudinal direction of the railcar approximately in the middle, draws cooling air for cooling the power converter, which is arranged above the floor pan.
  • traction motor fans draw air for cooling the traction motors provided in bogies, and below the cooling system, an air outlet is provided in the otherwise sealed tray, which serves as an outlet for the cooling air flow of the cooling system.
  • At least part of the cooling air passes via a channel from an inlet opening to the underfloor arranged cooling arrangement.
  • the devices can be housed in a separate housing and particles are filtered out of the cooling air, fed through a channel and introduced into the housing.
  • a corresponding fan, which causes the cooling air flow is typically located within, at the beginning or at the end of the air duct.
  • Underground devices can be of varying difficulty.
  • a voltage transformer may weigh several tons while an electric distributor weighs only a few kilograms.
  • the weight should be balanced, ie it should not, for example, all the particularly heavy equipment in the front of the car and all light equipment in the rear of the car be arranged.
  • the particularly heavy equipment should be located with its center of gravity in the middle of the car body and should be as possible, the center of gravity of the underfloor devices located in the middle of the car body. Since the devices but also have very different volumes and are to be connected, for example, to cables or liquid lines, the mounting location for the individual devices can not be chosen freely.
  • DE 42 23 647 A1 describes a device for cooling of electronic units of a power supply system for passenger cars where the power supply system is housed as an underfloor device in a delimiting the car floor and two aprons space, the electronic units are each arranged along a longitudinal side of the underfloor device.
  • the electronic units are each equipped with a heat sink, the cooling ribs protrude from the frame structure of the underfloor device, and that the underfloor device includes a cooling air duct system, whereby the cooling air is sucked under the car floor above the underfloor device and exits again below the cooling fins of the electronic units from the underfloor device ,
  • EP 1 095 836 A2 discloses a rail vehicle with an underfloor container for electrical components of the rail vehicle, which is modularly divided into a plurality of individual containers which are mechanically connected to each other and thermally connected in series for the purpose of cooling.
  • a fan is arranged in a first single container.
  • On opposite sides of the first single container is ever another (second and third) single container available.
  • On a third side of the single container a fourth single container is provided.
  • the individual containers have ventilation openings and are induced by the fan flows through cooling air.
  • At least one device to be cooled is arranged underfloor in a receiving space, which is secured against the ingress of dirt and which also has outer surfaces which are the devices Protect against mechanical damage in the receiving space.
  • at least one device to be cooled (preferably underfloor) is / are arranged outside the receiving space, but it is cooled with air from the receiving space.
  • the receiving space in this case is at least one device that does not have to be cooled by an airflow generated by a radiator.
  • at least one air inlet opening of the receiving space is a filter device for filtering particles out of the ambient air passing through the inlet opening.
  • the filter device may consist of several filters, for. B.
  • a gravity filter and a particle filter of the filter class G3 ie, a filter with an average degree of separation of 80 to 90% for particles, eg., Particles, which are greater than 10 microns
  • This ensures that air purified via the at least one inlet opening enters the receiving space. Since the receiving space is otherwise also secured against ingress of dirt, in particular through walls and receiving space floor is located during operation of the rail vehicle only in this way purified air within the receiving space.
  • cooling air ducts to draw in air from the environment simplifies the construction and assembly and reduces the dependence on suitable conditions outside the rail vehicle. For example, during operation outside the rail vehicle, pressure fluctuations may occur (eg, due to vehicle speed and cross winds) which, in the case of an air supply duct, act directly on the cooling air flow. Corresponding fluctuations of the cooling air flow within the receiving space are at least largely avoided by a large reservoir of already cleaned cooling air.
  • the device in the receiving space or at least one of the arranged in the receiving space facilities is a device to be cooled and the fan is arranged so that it accelerates during operation air from the main air volume and the air flows to the device to be cooled and flows from the device to be cooled through at least one air outlet opening from the receiving space into the environment.
  • a volume can be located within the receiving space, which is used for discharging the heated cooling air into the environment via the at least one air outlet opening. Furthermore, it is also possible to supply unused and therefore not yet heated cooling air from the receiving space traction motors, which are located outside of the receiving space in an adjacent bogie.
  • the feeder occupies part of the volume in the receiving space. In this case, the feed preferably begins at a cooler which accelerates the air from the main volume of air and thereby pressurized and fed by the feed to the traction motor or traction motors.
  • These volume areas therefore also contain cooling air, which however is not available for sucking and cooling the arranged within the receiving space facilities.
  • the main volume of air may not only contain most of the air in the receiving space (ie more than 50%) but more than 70%, and more preferably more than 80% of the total volume of air.
  • the receiving space extends beyond the maximum possible length and maximum possible width of the space available below the body floor space, created in this way a very large main air volume and therefore a particularly large reservoir for already cleaned cooling air is formed.
  • At least one fan is arranged in the receiving space, which cools at least one device to be cooled (which is also preferably arranged within the receiving space) by accelerating air from the main air volume, so that the device to be cooled is cooled becomes.
  • no additional fan is required for the same device to be cooled, and no additional fan is needed for the intake of air from the environment of the rail vehicle. Rather, the negative pressure generated by the fan suffices for air from the environment to flow in through the at least one inlet opening into the receiving space.
  • the fan is also sufficient for the used cooling air, which has absorbed heat from the device to be cooled, to be able to flow out into the environment via the at least one outlet opening.
  • Preferred dimensions of air from the receiving space is used not only for cooling a device to be cooled, but for a plurality of devices to be cooled.
  • the devices to be cooled can all be located inside the receiving space or at least one device to be cooled (eg a drive motor) can be located outside the receiving space.
  • each of the plurality of devices to be cooled is assigned at least one fan, d. H.
  • several units can be combined to form a common device to be cooled, z.
  • B. several converter units (such as traction converter, auxiliary converter and network rectifier) to a power converter device. However, it is preferred that different units not be grouped together.
  • a power converter and / or a transformer for transforming the mains voltage from an electrical supply network into an electrical voltage for the operation of a power converter, for example, alone and / or with others to be cooled and / or not to be cooled facilities in the receiving space, not combined to a common device to be cooled.
  • Each of the fans draws cooling air from the main volume of air and creates an airflow that cools the associated device to be cooled.
  • the receiving space can therefore be designed in particular as large as possible.
  • the receiving space extends over the maximum possible length, ie in Direction of travel between two bogies of a car or power car, the main air volume preferably passes over the entire length of the receiving space.
  • a large air reservoir exists in the main air volume, with the various cooling air streams being fed to the various devices to be cooled from the reservoir. Fluctuations in the demand for cooling air for the various devices may thus at least partially compensate each other as long as they do not correlate completely in time.
  • the at least one air inlet opening or at least one of the air inlet openings is formed as a recess in a side wall of the receiving space.
  • the recess can z. B. at least part of a filter device (s.o.) be introduced for filtering particles in the sucked air or be.
  • Such recesses may be provided at various suitable locations on the side wall. They require little space, unlike air ducts do not increase the weight of the rail vehicle and are easy to manufacture. Since the receiving space, in contrast to a plurality of individual, separate and mutually partitioned compartments or unlike a provided with air supply channels underfloor area has a large, continuous internal volume, is also a large outer surface for air inlet openings available. Of course, not the entire large outer surface or a substantial part of it is to be formed by air inlet openings, but rather air inlet openings of the appropriate size and number can be arranged at suitable locations of the outer surface.
  • no air inlet port may be provided in the front portion of the side walls of the accommodating space, since negative pressure may exist in this region.
  • air inlet openings arranged further back air can nevertheless flow into the receiving space and also move within the receiving space into its front area if a device to be cooled is arranged there and an associated fan generates a corresponding cooling air flow.
  • front area Under the front area is in particular the front lying in the direction of travel area to understand, ie the area that is closer to the respective end of the train, for example, the locomotive or the power car. If, as is the case, for example, in a train with power cars at both opposite ends, the direction of travel is reversed, the so-called front area is located in the direction of travel further back than a rear area thereof Receiving space. However, this is harmless for effective cooling of the devices in the receiving space, since the same turbulences do not occur in the region of one end of a train as at the beginning of the train. Therefore, an inflow of air through the air inlet openings arranged at the very end of the train into the receiving space will be possible.
  • the term "front area” in this case is to be understood in particular as a synonym for "closer to the end".
  • the receiving space are distributed in the longitudinal direction of the rail vehicle over a longitudinal portion of the receiving space, a plurality of devices (in particular with a plurality of devices to be cooled) of the vehicle arranged, wherein the main air volume extends at least over the longitudinal portion and the main air volume in the longitudinal portion is continuous, ie is not divided into individual, separate and mutually partitioned compartments, and wherein in a front region of the longitudinal section, in which at least one of the devices of the vehicle is located in side walls of the receiving space no air inlet opening is present, but in a more rearwardly located area of the Longitudinal section in the side walls of the receiving space air inlet openings are arranged, can enter through the air in the main volume of the receiving space.
  • the receiving space viewed in the direction of travel is at the beginning of a train, for example in a power car or a locomotive at the beginning of the train, this avoids that outside of air inlet openings in side walls of the receiving space, especially at high speeds over 250 km / h creates a negative pressure , Therefore, air can enter the main air volume at the existing rear air inlet openings, where there is no negative pressure outside. Since the main air volume is continuous, the air that has entered through the existing air inlet openings, within the longitudinal section reach into the front area and is there for cooling facilities available.
  • the single air outlet opening or, if there are a plurality of air outlet openings, all air outlet openings are located in the underfloor of the receiving space, ie on the lower outer surface of the receiving space.
  • the air inlet openings in the side walls arise at higher speeds no air flow through the receiving space, from the air inlet openings to the air outlet openings, obstructing pressure conditions outside of the receiving space. Rather, it is created below the receiving space typically a negative pressure everywhere, so that lower air outlet openings favor the flow of air through the receiving space.
  • the predominant part of the weight forces (preferably the total weight forces) of the at least one device to be cooled down on a substructure of the receiving space is exercised / and acts on the substructure on the car body. At least the majority of the weight forces is therefore not exerted directly on the floor of the car body interior, but indirectly through the substructure.
  • the substructure may have an underbody support. It is also preferred that above the at least one device to be cooled a clearance to the bottom of the car body interior exists or is formed. This clearance can be used for the main air volume and / or for additional facilities of the rail vehicle (eg cable ducts for electrical lines).
  • the attachment of the underbody support to supporting parts of the carbody allows the weight of at least one of the devices in the receiving space to rest on the underbody support or at least the weight of the device to be partially, preferably predominantly and more preferably fully applied to the underbody support ,
  • the substructure can be formed, the devices and other devices to be cooled can be applied to the substructure or introduced into the substructure, and this prefabricated arrangement can then be connected to the car body.
  • the complex assembly is facilitated because the receiving space is freely accessible from the top before connecting the substructure to the car body.
  • an underbody support may be provided as part of the substructure. At its ends, ie at the sides of the car body, the underbody support is connected to supporting parts of the car body, in particular each with a longitudinal member of the car body, which serves to transmit longitudinal forces in the longitudinal direction of the car body. In particular, therefore, in each case in a transition region between the bottom and the side walls of the car body interior are a longitudinal member for transmitting longitudinal forces extending in the longitudinal direction of the car body.
  • the car body has at least one underbody support, which extends below the bottom of the one longitudinal member to the other side member, wherein the underbody support extends partially at a distance to the ground, so that between the underbody support and the Floor is part of the recording room.
  • the underbody beam has a U-shaped profile when viewed in the longitudinal direction (travel direction) of the rail vehicle, i. H. he can take a U-shaped course from one side to the opposite side.
  • Such side members are usually in the transition region between the bottom and the side walls.
  • the underbody support initially extends downwardly from the side rail and is angled or curved at a lower level than the height level of the side rails, the underbody beam transitioning, at the bend or bend, into an approximately horizontal section, which in FIG the distance to the bottom of the car body runs.
  • On the opposite side is preferably again a bend or bend, at which the underbody carrier merges into a second, likewise from top to bottom or from bottom to top extending portion.
  • the underbody support is preferably symmetrical or at least substantially symmetrical, ie, symmetrical with the exception of fastening means with which the carrier with the side members and / or connected to the facilities in the reception room.
  • a guide is preferably arranged on the longitudinal carriers, by means of which a movement of one end of the underbody carrier can be guided in the longitudinal direction of the vehicle body.
  • a fastening means by which the underbody support is selectively attachable in a plurality of different positions relative to the side rail. This makes it possible, during the first assembly of the car body or in a later remodeling, to move and fix the substructure supports in the longitudinal direction of the car body. This allows different configurations of equipment to be attached to the underbody construction. Depending on the dimensions and weight of the underfloor devices, the positions of the underbody supports can be selected and adjusted.
  • the guide may, for example, by one or more down open C-shaped rails are realized. Alternatively, however, the upper ends of the underbody beams may be attached to another structure attached to the underside of the floor.
  • a plurality of the underbody beams can be arranged in different longitudinal positions in the longitudinal direction of the car body and extends below the bottom of the one longitudinal beam to the other side rail in each case.
  • 5-8 such carriers may be disposed below the floor of a large capacity passenger car to accommodate the underfloor devices required for the operation of the car or train.
  • all underbody beams are located in the longitudinal section between the two bogies of the carriage.
  • it is also not excluded to accommodate one or two underbody beams in the end region of the car body, that is, at the longitudinal ends of the car body.
  • An underbody support can be made very sturdy with relatively little weight so that it can accommodate large weight forces from underfloor devices to be placed.
  • a subfloor support in a simple manner with supporting parts, in particular the longitudinal members, in the transition region between the bottom and side walls are attached. This makes it possible in a simple way to derive the weight forces directly on the underbody support and the supporting parts on the bogies.
  • the arrangement of the facilities underfloor also facilitates the production of connections to the devices, since the connection cables and connection cables usually pass through the floor or are guided on the underside of the floor. Between devices that do not extend over the entire height of the space between the underbody support and the floor of the car body, a gap remains to the ground, so that the mounting of the terminals is facilitated.
  • the underbody support does not require that a device be attached to a particular position in the course of the wearer. The exact position can therefore be selected taking into account other criteria. This is especially true when not only an underbody carrier, but at least two such carriers are present. In this case, additional elements may be provided which, together with the underbody beams, are parts of a substructure. Such elements will be discussed in more detail.
  • the underfloor devices can optionally be attached to the additional elements of the substructure or be arranged thereon.
  • the space between the beams is at least partially closed by preferably plate-shaped underbody elements, wherein air outlet openings may be provided therein.
  • a plate-shaped element may form a subfloor, which preferably extends in the horizontal direction and approximately parallel to the actual bottom of the car body.
  • a plate-shaped element may form a side wall of the underfloor area.
  • another part of the clearance may be closed by at least one device to be cooled and / or at least one device not to be cooled (eg by an outer wall of the cooling and / or not to cool device).
  • the plate-shaped elements may in particular be extruded plate-shaped elements in which between two sheet-like, approximately parallel areas forming the outer surfaces, a plurality of air chambers is arranged, which are separated by partitions, which in a longitudinal direction of the plate-shaped element.
  • extruded plate-shaped elements may preferably be made of aluminum and are preferably bolted to underbody beams.
  • a plurality of plate-shaped elements can be manufactured separately in the extrusion process and connected to each other before assembly to the underbody beams, in particular welded.
  • the side walls and the bottom of the car body may be at least partially made of such plate-shaped elements.
  • the side walls, the floor and an additional ceiling element are prefabricated, substantially plate-shaped elements, it is referred to an integral construction of the car body.
  • the underbody beams are particularly suitable for such a car body, wherein also longitudinal beams can be made in the transition region between the bottom and the side walls in the extrusion process.
  • other constructions are possible, in particular with the side members, for example conventional double T-beams, i. I-beams.
  • At least two in the longitudinal direction of the car body adjacent to each other underbody support may be interconnected by at least one longitudinal strut.
  • the longitudinal strut does not have to run exactly in the longitudinal direction of the car body, but can also run diagonally.
  • the use of longitudinal struts represents an alternative or additional measure to the use of plate-shaped connections (also referred to above as plate-shaped elements), which serve to stiffen the underbody construction.
  • plate-shaped connections also referred to above as plate-shaped elements
  • the substructure can be made very stiff and light and, for example, clad only with thin, non-load-bearing elements to improve the aerodynamic properties and to seal the receiving space from the environment.
  • Several such longitudinal struts result in a distribution of the weight forces exerted by the devices, so that such a construction is particularly advantageous when underfloor devices with very different weights are to be accommodated below the floor.
  • the at least one device to be cooled is arranged within the receiving space and is arranged at a distance from at least one side wall of the receiving space, so that a free space remains between the device and the side wall, which forms part of the main Air volume forms. Through this space, air can be distributed within the main volume of air or air can be sucked by a fan.
  • Fig. 1 shows a single sub-floor support 1, which has a U-shaped profile, wherein the transverse leg 4 is designed to be significantly longer than the vertically extending longitudinal leg 2a, 2b.
  • the transverse leg 4 is designed to be significantly longer than the vertically extending longitudinal leg 2a, 2b.
  • a diagonal brace 3a, 3b which connects a central region of the longitudinal limb 2 with the transverse limb 4 diagonally is located in the transition region.
  • the term longitudinal leg here does not refer to the longitudinal direction of the car body.
  • an additional support 9a, 9b is optionally attached, in each case on the inside of the longitudinal limb 2, in order, for example, to provide an additional covering (not in FIG Fig. 1 shown) to attach carbody floor.
  • a plurality of holes 10 a, 10 b, 10 c, 10 d and that at the in Fig. 1 left facing visible surface and on on the in Fig. 1 are realized in the aforementioned transition region by sheet-like, mutually parallel and spaced-apart material regions of the carrier 1. Therefore, it is also possible to hold in the space between the two material areas, for example, a screw head or tighten a nut.
  • These holes 10 are used for fastening longitudinal struts, via which the carrier 1 is connected to longitudinally adjacent carriers.
  • the carrier 1 is made of aluminum, for example. It can be made from a plurality of individual parts.
  • the diagonal strut 3 is manufactured separately and only then connected to the longitudinal strut 2 and the cross member 4.
  • the connection areas are in Fig. 1 not shown in detail.
  • a further metal strip can be added later, which forms the inside surfaces of the longitudinal leg 2 and the diagonal struts 3 and the upward-facing surface of the transverse leg 4.
  • the required joints are made for example by welding.
  • Additional supports 7a, 7b, 7c, 7d with holes extending in the vertical direction are located on the surface of the transverse limb 4 pointing to the left front, wherein such support elements are also arranged on the side of the transverse limb 4 pointing to the right, or at least can be arranged if it is not the last carrier 1 in the longitudinal direction.
  • These support elements 7 may be used for laying and connecting to plate-shaped elements or as attachment points for attaching devices in the receiving space.
  • the transverse leg 4 also has a plurality of through-holes 8 through which, for example, cables or lines for liquids or gases can be passed.
  • through-holes 8 through which, for example, cables or lines for liquids or gases can be passed.
  • Fig. 2 shows the carrier 1 from Fig. 1 with its transverse leg 4 and its longitudinal legs 2a, 2b, wherein the longitudinal legs 2 are fastened on the underside by a respective longitudinal member 24a, 24b of a rail vehicle car body.
  • a respective longitudinal member 24a, 24b of a rail vehicle car body Of the car body are in addition to the longitudinal members 24, which preferably extend over almost the entire length of the car body (the longitudinal extent extends in a direction perpendicular to the plane of the figure Fig. 2 ), Also a bottom 13 and the lower portions of two side walls 11 a, 11 b shown.
  • the bottom and the side walls 11 define a car body interior 17.
  • the bottom 13 is composed in the embodiment of five plate-shaped elements 12 which are welded together.
  • the hollow chamber structure of both the bottom 13 and the longitudinal member 24 can be seen.
  • it is extruded aluminum profiles.
  • Fig. 2 illustrated roof area and the side walls in Fig. 2 with the exception of the lower sections
  • a cuboid 15 which stands on the transverse leg 4 of the underbody support 1 is in Fig. 2 indicated that in the underfloor space between the bottom 13 and the transverse leg 4 underfloor devices (in particular to be cooled facilities) can be arranged.
  • Fig. 3 shows an arrangement with a total of eight longitudinally successively arranged underbody beams 101 - 108, for example, all as in Fig. 1 and in Fig. 2 are executed shown.
  • the individual carriers 101 - 108 run as in FIG Fig. 1 shown transverse to the longitudinal direction and have a U-shaped profile when viewed in a plane perpendicular to the longitudinal direction.
  • an additional strut 110a, 110b which similar to the longitudinal struts 2 of Carrier 1 according to Fig. 1 and Fig. 2 can be configured.
  • the additional struts 110 are not connected to the underbody beams 101-108 by a crossbar.
  • the underbody beams 101 - 108 are connected in pairs on both sides of the car body by a longitudinal strut 121-128 and 131-138 extending in the longitudinal direction of the car body.
  • a longitudinal strut is present on each side between the carrier 105 and the carrier 106, but a first longitudinal strut 125 or on the other side 135, which connects the carrier 105 with the additional struts 110, and both Pages a longitudinal strut 126, 136 which connects the additional strut 110 with the carrier 106.
  • connection of all the longitudinal struts 121-128 and 131-138 are each made in the transition region between the approximately vertically extending partial strut of the carrier and the extending approximately in the horizontal direction transverse strut of the carrier.
  • threaded rods are introduced with external thread at the front end of a longitudinal strut in the holes 10 and secured on the opposite side of the bore by nuts.
  • FIG. 3 illustrated underbody construction with U-shaped underbody supports and longitudinal struts on the opposite sides represents an embodiment for a stable construction.
  • longitudinal struts extending in the longitudinal direction are not absolutely necessary.
  • the function of the longitudinal struts can be taken over by correspondingly stably configured plate-shaped elements, which are arranged between the pairs of mutually adjacent underbody beams and connected to the carriers.
  • FIG. 3 Another possibility is the underbody construction in the way in Fig. 3 shown running with U-shaped underbody supports and longitudinally extending side members and additionally plate-shaped elements to install as a panel.
  • Fig. 4 Such an embodiment is in Fig. 4 shown. Same reference numerals in FIG Fig. 4 as in Fig. 3 denote the same elements.
  • plate-shaped fairings 144a-144h On the underside of the U-shaped underbody beams 101-108 are mounted plate-shaped fairings 144a-144h which form the bottom of the underbody space.
  • the plate-shaped panels have a cutout 139, so that the underbody space is accessible from below through the cutout 139 or so that an underfloor device for which the height of the underfloor Space is not sufficient or that it should not be located in a closed room, protrudes.
  • an underfloor device for which the height of the underfloor Space is not sufficient or that it should not be located in a closed room, protrudes.
  • the underfloor device such a cutout 139 may be useful.
  • the driving wind then cools the bottom of the device.
  • an air-permeable mesh in the panel may be present, so that an air exchange is possible.
  • the side surfaces of the in Fig. 4 be shown disguised support structure with plate-shaped elements 141.
  • the plate-shaped elements on the side surfaces preferably each have a flap 140 (as shown at element 141 c, 141 d, 141 e) and / or an air inlet opening with a dirt separator (eg ventilation grille and / or filter).
  • damping elements may be present (not shown), which are connected to the transition region of the carrier 108 between the transverse leg and its approximately vertically extending longitudinal leg.
  • damping elements allow a support against a not in Fig. 4 illustrated additional support means, wherein the damping elements deform elastically under load and thus in particular allow a deformation of the support structure relative to the additional support.
  • the side trim panel 141 may include at least one reclosable opening, such as a flap 140 or door or removable trim panel, so that the space within the underbody construction is accessible.
  • Fig. 5 shows a three-dimensional representation of one of the upper ends of an underbody support, for example, the carrier 1 according to Fig. 1 .
  • Same reference numerals as in Fig. 1 denote equal parts.
  • the surface formed by a plate-shaped region at the upper end of the carrier has in particular the in Fig. 1 shown a total of eight holes 6, which in Fig. 5 are not recognizable, because through the holes 6 each extending a screw 85 which is secured in its lower end by a nut 87 against loosening and falling out.
  • the screws 85 each hold in pairs a groove body 71, the one in the longitudinal direction (from the right rear to the left front in Fig. 5 ) has a constant cross-sectional profile and in the embodiment has a U-shaped profile.
  • these groove bodies 71 can be arranged in C-shaped grooves 83, 84, the opening of the grooves 83, 84 allowing the shafts of the screws 85 to pass downwards. It is located between the plate-shaped upper end of the longitudinal strut 2a and the nut 87 each have a spacer 81 a, 81 b, which facilitates the assembly and leads to a uniform pressing of the parts to be screwed together when the nuts 87 are tightened. A rotation of the heads of the screws 85 is prevented by the groove body 71.
  • the C-profile-shaped, mutually parallel grooves 83, 84 are preferably on the underside of one of the longitudinal members 24 (in the example of Fig. 6 Side member 24a) arranged.
  • the corresponding area in the specific embodiment of Fig. 2 is located below the longitudinal member 24a and is marked by an arrow with the reference numeral 83 to indicate that, inter alia, the groove 83 is located in the region.
  • the grooves 83, 84 and corresponding grooves on the other side of the car body on the other side member need not extend over the entire length of the side member. Rather, the grooves extend, for example, over a longitudinal section over which the longitudinal position of the underbody support is to be freely adjusted.
  • the devices are various liquid containers 201, 202, an electrical distribution device 204 to be cooled, a ventilation device 205 to be cooled, gas containers 206, a transformer 207 to be cooled, and converters 208 to be cooled as well as a cooling device 209.
  • the devices are placed on a plate-shaped element and / or a support of the underbody construction, so that they exert their entire weight or at least almost the entire weight on the U-shaped underbody support 101 - 108.
  • FIG. 8 shown partial view of an underbody support 1 and two plate-shaped elements 91 a, 91 b illustrates that can be dispensed with longitudinal struts connecting adjacent underbody support.
  • the carrier 1 is therefore, for example, the in Fig. 1 and Fig. 2 shown carrier.
  • plate-shaped elements of screwed down or otherwise secured from below as indicated by Fig. 8 - 10 is described.
  • the plate-shaped elements 91 a, 91 b are provided at their ends which are arranged at a small distance from one another in the region of the support 1, each with a vertical cross-section Y-shaped profile which surrounds the end of the plate-shaped support 91 and a from the end-extending plate-shaped part, the through holes for passing screws 93 (see Fig. 10 ) having.
  • the underside of the carrier 1 is provided with corresponding holes with internal thread into which the screws 93 are screwed.
  • the heads of the screws 93 can be seen, including a spacer 98 and again below the projecting plate-shaped element of the profile 94, which covers the underside of the carrier 1. This way not only, as in Fig.
  • two plates 91 are secured to the underside of the carrier 1, but in the same way, for example, another four plates, two of which are fastened symmetrically to the median plane of the carrier on the other longitudinal strut 2a and two further plates fill the space between the peripheral plates ,
  • FIG. 11 schematically the air flow from the environment of the rail vehicle through an air inlet opening 307, a fan 309, a device to be cooled 315 and again out of the receiving space 301 through an air outlet opening 311 shown in the environment.
  • the presentation is simplified.
  • Other components may be provided, in particular dirt particle filters at the air inlet opening 307 and barriers for dirt at the air outlet opening 311 to prevent the occurrence of dirt at occasionally reversed air pressure ratios.
  • the air inlet does not have to take place at the same position in the longitudinal direction of the rail vehicle on which the fan is located. The same applies to the position of the air outlet opening in the longitudinal direction of the rail vehicle.
  • the longitudinal direction of the rail vehicle extends in 11 and FIG. 12 perpendicular to the figure plane.
  • the accommodating space 301 contains a continuous main air volume.
  • the air can therefore perpendicular to the plane of the figure FIGS. 11 and 12 in particular flow between the device to be cooled 315 and the side walls 317a, 317b in the areas from which derive the fan or the air and supply the devices to be cooled.
  • Fig. 12 shows that this air flow is also possible at longitudinal positions in which an underbody carrier 300 is located, the z. B. the in Fig. 1 shown underbody support 1 can be. Further shows Fig. 12 in that cable ducts 320, 321 can be located below the vehicle body floor 313 but above a device 315 to be cooled, in which cables running in particular in the longitudinal direction of the rail vehicle can be laid, which in Fig. 12 designated by the reference numeral 323.
  • Fig. 13 12 schematically shows the arrangement of devices within a subfloor receiving space 401.
  • This may in particular be the receiving space between the two bogies of a powered rail vehicle (eg a high speed power train), the traction motors in the bogies and traction motors the bogies themselves are not in Fig. 13 are shown.
  • air supply ducts 405a, 405b outgoing from inside the receiving space 401 driving motor fans 403a, 403b lead from the receiving space 401 to the traction motors of one of the adjacent bogies.
  • the air taken in by the traction motor fans 403 from the main air ducts of the accommodating space 401 flows through these air supply passages 405 to the traction motors.
  • the direction of travel runs in Fig. 13 from top to bottom
  • several devices and units to be cooled are arranged.
  • three units 411, 412, 413 are combined to form a common device to be cooled, ie the units 411, 412, 413 are assigned a common fan 410.
  • the fan 410 is bisected (as indicated by a diagonal hyphen) and conveys cooling air in the lower right portion to the unit 411 and in the lower left part to the units 412, 413 serially from the unit Cooling air to be flowed through.
  • the units 411, 412, 413 may in particular be different power converters, in particular a traction converter 411, a supply-side rectifier 412 and an auxiliary inverter 413.
  • Fig. 13 another device 417 to be cooled is shown, to which a further fan 415 is assigned.
  • the fan 415 sucks air from the main air volume of the receiving space 401 and delivers it to the device to be cooled 417, in which it is z.
  • B. may be a battery charger, which is not in Fig. 13 illustrated battery of electrical and / or electrochemical energy storage for storing electrical energy is charging.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Body Structure For Vehicles (AREA)

Claims (12)

  1. Véhicule ferroviaire, en particulier partie de train d'un train à grande vitesse, dans lequel
    - le véhicule ferroviaire présente une caisse de voiture (11, 13) pourvue d'un fond (13), qui délimite en bas un espace intérieur de caisse de voiture (17) servant au transport de personnes et/ou de fret,
    - un espace de réception (301 ; 401) servant à recevoir des systèmes à refroidir (15 ; 201, 202, 204, 205, 206, 207, 208 ; 411, 412, 413, 417) du véhicule est formé en dessous du fond (13), dans lequel l'espace de réception (301 ; 401) est encadré de toutes parts, présente au moins une ouverture d'entrée d'air (307 ; 424, 425, 426, 427) et au moins une ouverture de sortie d'air (139 ; 311 ; 419, 420, 421) et est protégé contre l'infiltration de saletés,
    - l'au moins une ouverture d'entrée d'air (307 ; 424, 425, 426, 427) ouvre un volume d'air principal de l'espace de réception (301 ; 401), dans lequel le volume d'air principal contient la majeure partie de l'air dans l'espace de réception (301 ; 401) et forme ainsi un réservoir pour l'air de refroidissement,
    - au moins un système à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417) est disposé dans l'espace de réception (301 ; 401) et au moins un ventilateur (309 ; 410, 415) est disposé dans l'espace de réception (301 ; 401), lequel accélère, en fonctionnement, l'air hors du volume d'air principal de sorte que l'air circule en direction de l'au moins un système à refroidir,
    dans lequel une multitude des systèmes à refroidir (410, 411, 412, 413, 415, 417) du véhicule est disposée dans l'espace de réception (401) de manière répartie dans le sens longitudinal du véhicule ferroviaire sur une section longitudinale de l'espace de réception (401),
    caractérisé en ce
    que le volume d'air principal s'étend au moins sur la section longitudinale et est continu dans la section longitudinale, en d'autres termes n'est pas divisé en divers compartiments séparés les uns des autres et isolés les uns des autres, et
    qu'aucune ouverture d'entrée d'air n'est présente dans une première zone, située davantage à proximité de l'extrémité, située à l'avant dans le sens de déplacement, du véhicule ferroviaire, de la section longitudinale, dans laquelle se trouve au moins un (410, 411) des systèmes à refroidir (410, 411, 412, 413, 415, 417) du véhicule, dans des parois latérales de l'espace de réception (401), en ce que toutefois des ouvertures d'entrée d'air (424 - 427) sont disposées dans une deuxième zone de la section longitudinale, qui est davantage éloignée de l'extrémité, située à l'avant dans le sens de déplacement, du véhicule ferroviaire en comparaison avec la première zone de la section longitudinale, dans les parois latérales de l'espace de réception (401), lesquelles ouvertures d'entrée d'air ouvrent le volume d'air principal de l'espace de réception (301 ; 401) en direction de l'extérieur du véhicule ferroviaire et par lesquelles de l'air peut entrer dans le volume d'air principal de l'espace de réception (401).
  2. Véhicule ferroviaire selon la revendication 1, dans lequel l'espace de réception s'étend sur la longueur mise à disposition au maximum dans la zone de sous-plancher, dans le sens de déplacement du véhicule ferroviaire, entre deux bogies du véhicule ferroviaire.
  3. Véhicule ferroviaire selon la revendication 1 ou 2, dans lequel au moins un ventilateur (309 ; 410, 415) est associé à chacun de la multitude des systèmes à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417), lequel ventilateur accélère, en fonctionnement, l'air hors du volume d'air principal de sorte que l'air circule en direction du système à refroidir (315 ; 411, 412, 413, 417) associé et refroidit ce dernier.
  4. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel la majeure partie des forces liées au poids au moins d'un des systèmes à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417) est exercée vers le bas sur une sous-structure (1 ; 300) de l'espace de réception (301 ; 401) et agissent sur la caisse de véhicule (11, 13) par l'intermédiaire de la sous-structure (1 ; 300) de sorte qu'il existe, au-dessus du système à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417), un espace libre menant au fond (13) de l'espace intérieur de caisse de véhicule (17).
  5. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel un longeron (24) servant à transférer des forces longitudinales se trouve respectivement dans une zone de passage entre le fond (13) et les parois latérales (11) de l'espace intérieur de caisse de véhicule (17), lequel longeron s'étend dans le sens longitudinal de la caisse de véhicule (11,13), dans lequel la caisse de véhicule (11, 13) présente au moins un support de fond inférieur (1; 300), qui s'étend, sous le fond (13), de l'un des longerons (24a) en direction de l'autre longeron (24b), dans lequel le support de fond inférieur (1 ; 300) s'étend en partie selon une distance donnée par rapport au fond (13) de sorte qu'une partie de l'espace de réception (301 ; 401) se trouve entre le support de fond inférieur (1 ; 300) et le fond (13).
  6. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel les systèmes à refroidir (15; 204, 205, 207, 208; 411, 412, 413, 417) sont disposés à l'intérieur de l'espace de réception à distance d'au moins une paroi latérale de l'espace de réception (301 ; 401) de sorte qu'il reste un espace libre entre le système et la paroi latérale, lequel forme une partie du volume d'air principal.
  7. Procédé servant à fabriquer un véhicule ferroviaire, en particulier une partie de train d'un train à grande vitesse, dans lequel
    - une caisse de voiture (11, 13) est fournie pour le véhicule ferroviaire, laquelle présente un fond (13), qui délimite en bas un espace intérieur de caisse de voiture (17) servant au transport de personnes et/ou de fret,
    - un espace de réception (301 ; 401) servant à recevoir des systèmes à refroidir (15 ; 201, 202, 204, 205, 206, 207, 208 ; 411, 412, 413, 417) du véhicule est formé en dessous du fond (13), dans lequel l'espace de réception (301 ; 401) est encadré de toutes parts, dans lequel au moins une ouverture d'entrée d'air (307 ; 424, 425, 426, 427) et au moins une ouverture de sortie d'air (139 ; 311; 419, 420, 421) de l'espace de réception (301 ; 401) sont prévues et que l'espace de réception (301 ; 401) est protégé contre l'infiltration de saletés,
    - l'au moins une ouverture d'entrée d'air (307 ; 424, 425, 426, 427) est prévue de telle manière qu'un volume d'air principal de l'espace de réception (301 ; 401) s'ouvre, dans lequel le volume d'air principal contient la majeure partie de l'air dans l'espace de réception (301 ; 401) et forme ainsi un réservoir pour l'air de refroidissement,
    - au moins un système à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417) est disposé dans l'espace de réception (301 ; 401) et au moins un ventilateur (309 ; 410, 415) est disposé dans l'espace de réception (301 ; 401), lequel accélère, en fonctionnement, l'air hors du volume d'air principal de sorte que l'air circule en direction de l'au moins un système à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417),
    dans lequel une multitude des systèmes à refroidir (410, 411, 412, 413, 415, 417) du véhicule est disposée dans l'espace de réception (401) de manière répartie dans le sens longitudinal du véhicule ferroviaire, sur une section longitudinale de l'espace de réception (401),
    caractérisé en ce
    que le volume d'air principal s'étend au moins sur la section longitudinale et est continu dans la section longitudinale, en d'autres termes n'est pas divisé en divers compartiments séparés les uns des autres et isolés les uns des autres, et qu'aucune ouverture d'entrée d'air n'est prévue dans une première zone, située davantage à proximité de l'extrémité, située à l'avant dans le sens de déplacement, du véhicule ferroviaire, de la section longitudinale, dans laquelle se trouve au moins un (410, 411) des systèmes à refroidir (410, 411, 412, 413, 415, 427) du véhicule, dans des parois latérales de l'espace de réception (401), en ce que toutefois des ouvertures d'entrée d'air (424 - 427) sont disposées dans une deuxième zone de la section longitudinale, qui est davantage éloignée de l'extrémité, située à l'avant dans le sens de déplacement, du véhicule ferroviaire en comparaison avec la première zone de la section longitudinale, dans les parois latérales de l'espace de réception (401), lesquelles ouvertures d'entrée d'air ouvrent le volume d'air principal de l'espace de réception (301 ; 401) en direction de l'extérieur du véhicule ferroviaire et par lesquelles de l'air peut entrer dans le volume d'air principal de l'espace de réception (401).
  8. Procédé selon la revendication précédente, dans lequel l'au moins une ouverture d'entrée d'air (307 ; 424, 425, 426, 427) ou au moins une des ouvertures d'entrée d'air (307 ; 424, 425, 426, 427) est formée sous la forme d'un évidement dans une paroi latérale de l'espace de réception (301 ; 401).
  9. Procédé selon la revendication 7 ou 8, dans lequel est associé, à chacun de la multitude des systèmes à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417), au moins un ventilateur (309 ; 410, 415), qui accélère, en fonctionnement, l'air hors du volume d'air principal de sorte que l'air circule en direction du système à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417) associé et refroidit ce dernier.
  10. Procédé selon l'une quelconque des revendications 7 à 9, dans lequel la majeure partie des forces liées au poids au moins d'un des systèmes à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417) est exercée vers le bas sur une sous-structure (1 ; 300) de l'espace de réception (301 ; 401) et agissent sur la caisse de véhicule (11, 13) par l'intermédiaire de la sous-structure (1 ; 300) de sorte qu'il existe, au-dessus du système à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417), un espace libre menant au fond (13) de l'espace intérieur de caisse de véhicule (17).
  11. Procédé selon l'une quelconque des revendications 7 à 10, dans lequel un longeron (24) servant à transférer des forces longitudinales est disposé respectivement dans une zone de passage entre le fond (13) et les parois latérales (11) de l'espace intérieur de caisse de véhicule (17), de sorte qu'il s'étend dans le sens longitudinal de la caisse de véhicule (11, 13), dans lequel au moins un support de fond inférieur (1; 300) est prévu, lequel s'étend sous le fond (13) de l'un des longerons (24a) en direction de l'autre longeron (24b), dans lequel le support de fond inférieur (1 ; 300) s'étend en partie selon une distance donnée par rapport au fond (13) de sorte qu'une partie de l'espace de réception (301 ; 401) se trouve entre le support de fond inférieur (1 ; 300) et le fond (13).
  12. Procédé selon l'une quelconque des revendications 7 à 11, dans lequel l'au moins un système à refroidir (15 ; 204, 205, 207, 208 ; 411, 412, 413, 417) est disposé à l'intérieur de l'espace de réception à distance d'au moins une paroi latérale de l'espace de réception (301 ; 401) de sorte qu'il reste un espace libre entre le système et la paroi latérale, lequel forme une partie du volume d'air principal.
EP12707514.1A 2011-02-28 2012-02-28 Véhicule ferroviaire comprenant un compartiment de réception en dessous du plancher Active EP2681094B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011013175A DE102011013175A1 (de) 2011-02-28 2011-02-28 Schienenfahrzeug mit Aufnahmeraum unterhalb des Bodens
PCT/EP2012/053323 WO2012116971A1 (fr) 2011-02-28 2012-02-28 Véhicule ferroviaire comprenant un compartiment de réception en dessous du plancher

Publications (2)

Publication Number Publication Date
EP2681094A1 EP2681094A1 (fr) 2014-01-08
EP2681094B1 true EP2681094B1 (fr) 2016-08-24

Family

ID=45808826

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12707514.1A Active EP2681094B1 (fr) 2011-02-28 2012-02-28 Véhicule ferroviaire comprenant un compartiment de réception en dessous du plancher

Country Status (5)

Country Link
EP (1) EP2681094B1 (fr)
CN (1) CN103502077B (fr)
DE (1) DE102011013175A1 (fr)
ES (1) ES2603638T3 (fr)
WO (1) WO2012116971A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013004906A1 (de) * 2013-03-15 2014-09-18 Bombardier Transportation Gmbh Baugruppe für einen Behälter und Schienenfahrzeug mit einer Baugruppe für einen Behälter
US10549764B2 (en) * 2015-02-27 2020-02-04 Kawasaki Jukogyo Kabushiki Kaisha Attaching metal fitting, attaching unit, and railcar
DE102015211064A1 (de) * 2015-06-16 2016-12-22 Bombardier Transportation Gmbh Antriebsanordnung für Schienenfahrzeug, Schienenfahrzeug mit Antriebsanordnung sowie Verfahren zum Herstellen der Antriebsanordnung und des Schienenfahrzeugs
DE102016122809A1 (de) * 2016-11-25 2018-05-30 Bombardier Transportation Gmbh Abdichtungsprofil für Einhausungskonstruktion eines Schienenfahrzeugs
CN111278709B (zh) * 2017-10-30 2022-05-24 日立能源瑞士股份公司 铁路车辆及用于使铁路车辆的电功率转换装置冷却的方法
DE102018207473A1 (de) * 2018-05-15 2019-11-21 Siemens Mobility GmbH Variable Transformatorhalteeinrichtung für E-Loks

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4223647C2 (de) * 1992-07-17 1995-04-13 Siemens Ag Vorrichtung zur Kühlung von elektronischen Einheiten einer Energieversorgungsanlage für Reisezugwagen
JPH09246767A (ja) * 1996-03-05 1997-09-19 Hitachi Ltd 電気車用電力変換装置
DE19632053C2 (de) * 1996-08-08 2000-10-05 Voith Turbo Beteiligungs Gmbh Unterflurkühlanlage und Verfahren zur Kühlung elektrischer Leistungsbauteile in Schienenfahrzeugen
JP3498526B2 (ja) * 1997-03-19 2004-02-16 株式会社日立製作所 移動機器用採風装置
DE19951356A1 (de) * 1999-10-26 2001-05-03 Daimler Chrysler Ag Unterflurcontainer für Schienenfahrzeuge
DE102006032335B4 (de) * 2006-07-12 2008-04-30 Siemens Ag Schienenfahrzeug mit einer Kühlanordnung für in einem Unterflurbereich angeordnete Komponenten
CN201049628Y (zh) * 2006-12-20 2008-04-23 南车四方机车车辆股份有限公司 轨道车辆的底架承载式风道
DE102008045952A1 (de) 2008-09-04 2010-03-25 Siemens Aktiengesellschaft Schienenfahrzeug mit Umschaltung zwischen Winter- und Sommerbetrieb
CN201580383U (zh) * 2009-10-14 2010-09-15 青岛四方庞巴迪铁路运输设备有限公司 车体底架无动力通风冷却结构

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
CN103502077A (zh) 2014-01-08
EP2681094A1 (fr) 2014-01-08
CN103502077B (zh) 2017-02-22
ES2603638T3 (es) 2017-02-28
DE102011013175A1 (de) 2012-08-30
WO2012116971A1 (fr) 2012-09-07

Similar Documents

Publication Publication Date Title
EP2619064B1 (fr) Caisse pour une voiture ferroviaire et procédé pour sa production
EP2681094B1 (fr) Véhicule ferroviaire comprenant un compartiment de réception en dessous du plancher
EP2310265B1 (fr) Échangeur thermique pour l'enveloppe extérieure d'un aéronef
EP1926648B1 (fr) Construction d'une locomotive
DE102017011994B3 (de) Energiespeichereinheit für ein Kraftfahrzeug, Befestigungsanordnung einer solchen Energiespeichereinheit an einem Aufbau eines Kraftfahrzeugs, sowie Kraftfahrzeug mit einer solchen Energiespeichereinheit
DE102017209342A1 (de) Unterschale für ein Batteriegehäuse einer Traktionsbatterie und Traktionsbatterie
DE102006043110A1 (de) Elektrische Lokomotive mit Brennkraftmaschine
DE4223647C2 (de) Vorrichtung zur Kühlung von elektronischen Einheiten einer Energieversorgungsanlage für Reisezugwagen
DE102018211220A1 (de) Baugruppe für ein Kraftfahrzeug
WO2016046282A1 (fr) Système modulaire permettant la fixation d'un composant sous plancher sur différentes caisses de wagon, procédé de montage d'un composant sous plancher sur une caisse de wagon, et flotte de véhicules ferroviaires
EP1095836B2 (fr) Boîtier sous plancher pour véhicules ferroviaires
DE3805005C2 (fr)
EP4143071A1 (fr) Voiture de véhicule ferroviaire comprenant un toit doté d'une région de toit plate et d'une région surélevée
DE102007062517A1 (de) Mehrgliedriges Schienenfahrzeug
EP3573878B1 (fr) Ensemble auto-porteur pour véhicule
EP3272960B1 (fr) Conteneur de transport
EP2218623A2 (fr) Locomotive avec deux unités de traction supperposées
WO2020007779A1 (fr) Module pour véhicule à moteur
DE102018211225A1 (de) Baugruppe für ein Kraftfahrzeug
DE102018211222A1 (de) Baugruppe für ein Kraftfahrzeug
DE102011117617B4 (de) Dachklimaanlage für Personentransportfahrzeuge
EP3251913B1 (fr) Véhicule sur rail comprenant un module de toit
EP4328109A1 (fr) Dispositif et procédé d'aération d'un véhicule ferroviaire
DE9209636U1 (de) Vorrichtung zur Kühlung von elektronischen Einheiten einer Energieversorgungsanlage für Reisezugwagen

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20130814

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20150630

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20160302

GRAJ Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted

Free format text: ORIGINAL CODE: EPIDOSDIGR1

GRAR Information related to intention to grant a patent recorded

Free format text: ORIGINAL CODE: EPIDOSNIGR71

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

INTC Intention to grant announced (deleted)
AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

INTG Intention to grant announced

Effective date: 20160715

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 822751

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160915

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502012008051

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: PATENTANWALT DIPL.-ING. (UNI.) WOLFGANG HEISEL, CH

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20160824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161124

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161226

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161125

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2603638

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20170228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502012008051

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161124

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170228

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20170526

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20170228

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170228

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20170228

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170228

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170228

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 822751

Country of ref document: AT

Kind code of ref document: T

Effective date: 20170228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20120228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20160824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161224

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 502012008051

Country of ref document: DE

Owner name: ALSTOM HOLDINGS, FR

Free format text: FORMER OWNER: BOMBARDIER TRANSPORTATION GMBH, 10785 BERLIN, DE

REG Reference to a national code

Ref country code: ES

Ref legal event code: PC2A

Owner name: ALSTOM HOLDINGS

Effective date: 20220718

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230822

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20240325

Year of fee payment: 13

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20240219

Year of fee payment: 13

Ref country code: CH

Payment date: 20240301

Year of fee payment: 13

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20240221

Year of fee payment: 13