FR3092061A1 - Air deflection system and end car of a vehicle comprising such an air deflection system - Google Patents

Abstract

An air deflection system and end car of a vehicle comprising such an air deflection system The invention mainly relates to an air deflection system (5a) intended to be installed on the fairing of a vehicle. first vehicle (2), in particular railway rolling stock (1), comprising an air deflector (6) which can be retracted between an active deployed position and an inactive folded position, characterized in that it comprises detection means (8) of a second vehicle (3) longitudinally secured to the first vehicle, and drive means (9a) of the deflector (6a) connected to the detection means (8) of the second vehicle (3) and configured to drive the deflector (6a) ) to its deployed position when the speed of the first vehicle (2) is greater than a predetermined speed and the second vehicle (3) is secured to the first vehicle (2). Figure to be published with the abstract: Fig. 2

Description

Air deflection system and end car of a vehicle comprising such an air deflection system

The invention falls within the field of the aerodynamics of railway rolling stock.

The invention relates more particularly to an air deflection system provided on the fairing of railway equipment, in particular an end car of a railway train.

PRIOR ART AND DRAWBACKS OF PRIOR ART

Motorized vehicles designed to travel at high speed – in particular high-speed rail vehicles – are subject to aerodynamic frictional forces that reduce their performance and their energy consumption. The fairing profile of these vehicles is therefore adapted to reduce aerodynamic drag as much as possible.

In other words, improving the aerodynamic profile of the vehicle makes it possible to reduce the resistance that the flow of air imposes on said moving vehicle. Thus, the top speed and the forces required to move the vehicle are optimized.

It is sometimes necessary to adapt the profile of the vehicle according to the speed of movement. It is then known to integrate a retractable air deflection system on this vehicle traveling at high speed in order to further reduce the aerodynamic drag. Such a deflection system generally comprises a movable fin between a deployed position at high speed and a folded position at low or moderate speed.

However, the presence of such a retractable deflection system is not enough to optimize the vehicle's aerodynamic profile in all circumstances.

OBJECTIVE OF THE INVENTION

The invention thus aims to propose an air deflection system making it possible to overcome the drawbacks of the prior art, that is to say to optimize the aerodynamic profile of a vehicle, in particular railway rolling stock, in all circumstances. .

To this end, the invention relates to an air deflection system intended to be installed on the fairing of a first vehicle, in particular railway rolling stock, comprising a retractable air deflector between an active deployed position and a folded position. inactive, characterized in that it comprises means for detecting a second vehicle longitudinally secured to the first vehicle, and means for driving the deflector connected to the means for detecting the second vehicle and configured to drive the deflector towards its deployed position when the speed of the first vehicle is greater than a predetermined speed and the second vehicle is secured to the first vehicle.

The invention also relates to an end car of a first railway rolling stock vehicle, comprising an air deflection system as described previously installed on the part of the fairing forming the roof of said end car.

• Au moins une partie du déflecteur est monté mobile entre ses positions déployée et repliée.
• Le déflecteur comprend un aileron monté à pivotement sur la partie de carénage formant toit de la voiture d’extrémité du premier véhicule, lequel aileron est mobile entre ses positions déployée et repliée par l’intermédiaire d’un dispositif de déplacement du type vérin formant les moyens d’entrainement.
• Le déflecteur comprend un squelette rigide monté à pivotement sur la partie de carénage formant toit de la voiture d’extrémité du premier véhicule et mobile entre ses positions déployée et repliée par l’intermédiaire d’un dispositif de déplacement du type vérin formant les moyens d’entrainement, et un film en matériau élastique en partie solidarisé au carénage de la voiture d’extrémité du premier véhicule et dont une partie libre recouvre le squelette rigide.
• Le squelette est formé de plusieurs tiges reliées entre elles au niveau de l’une de leurs extrémités par un arbre formant l’axe de pivotement du squelette.
• Le système de déflection d’air comprend des moyens de détermination de la vitesse du premier véhicule reliés aux moyens d’entrainement du déflecteur.
• Le déflecteur comprend un aileron monté à pivotement entre ses positions déployée et repliée, et en ce que les moyens d’entrainement comprennent un conduit d’air ménagé dans le carénage de la voiture d’extrémité du premier véhicule, et en ce que l’aileron est disposé au-dessus d’au moins une sortie du conduit d’air.
• Les moyens d’entrainement comprennent un dispositif de blocage de l’aileron en position repliée lorsqu’aucun autre véhicule n’est solidarisé au premier véhicule.
• Les moyens de détection du second véhicule comprennent un module de détection du second véhicule électriquement relié à un circuit de liaison électrique du premier véhicule au second véhicule.

The end car of the invention may also include the following optional characteristics considered separately or according to all possible technical combinations:

• At least a portion of the deflector is movably mounted between its deployed and folded positions.
• The deflector comprises a fin pivotally mounted on the part of the fairing forming the roof of the end car of the first vehicle, which fin is movable between its deployed and folded positions by means of a jack-type displacement device forming the means of training.
• The deflector comprises a rigid skeleton pivotally mounted on the part of the fairing forming the roof of the end car of the first vehicle and movable between its deployed and folded positions by means of a displacement device of the jack type forming the means of training, and a film of elastic material partly secured to the fairing of the end car of the first vehicle and of which a free part covers the rigid skeleton.
• The skeleton is formed of several rods interconnected at one of their ends by a shaft forming the pivot axis of the skeleton.
• The air deflection system comprises means for determining the speed of the first vehicle connected to the means for driving the deflector.
• The deflector comprises a fin pivotally mounted between its deployed and folded positions, and in that the drive means comprise an air duct formed in the fairing of the end car of the first vehicle, and in that the fin is arranged above at least one outlet of the air duct.
• The drive means comprise a device for locking the fin in the folded position when no other vehicle is attached to the first vehicle.
• The second vehicle detection means comprise a second vehicle detection module electrically connected to an electrical connection circuit from the first vehicle to the second vehicle.

The invention also relates to a method for deploying an air deflection system as described above, installed on a part of the fairing forming the roof of an end car of a first vehicle as described above, comprising the following steps of:

identification of the presence or not of the second vehicle secured longitudinally to the first vehicle;

actuation of the drive means to drive the air deflector towards its deployed position when the second vehicle attached to the first vehicle is detected and the speed of the first vehicle is greater than a predetermined speed.

The invention also relates to railway rolling stock comprising at least one end car as described above, on a part of the fairing forming the roof of which is installed an air deflection system as described above.

Other characteristics and advantages of the invention will emerge clearly from the description given below, by way of indication and in no way limiting, with reference to the appended figures, including:

Figure 1 is a side view of the junction between two trains of a train of the prior art;

Figure 2 is a side view of the junction between two sets of a train comprising the deflection system of the invention according to a first embodiment installed on the tail car of the front set relative to the direction of travel;

FIG. 3a represents a side view of the tail car on which the deflection system is installed according to a second embodiment, illustrating the deflector in the folded position;

FIG. 3b represents a side view of the tail car on which the deflection system is installed according to a second embodiment, illustrating the deflector in the deployed position;

FIG. 4a represents a perspective view of a detail of the deflector, illustrating the elastic film of the deflector while the skeleton is in the folded position;

FIG. 4b represents a perspective view of a detail of the deflector, illustrating the elastic film in transparency to see the skeleton in the folded position arranged under said elastic film;

FIG. 5a represents a perspective view of the detail of the deflector of FIG. 4a, illustrating the elastic film of the deflector while the skeleton is in the deployed position;

FIG. 5b represents a side view of the detail of the deflector of FIG. 4b, illustrating the elastic film in transparency to see the skeleton in the deployed position arranged under said elastic film;

FIG. 6 is a side view of the junction between two trainsets of a train comprising the deflection system of the invention according to a third embodiment installed on the tail car of the front train relative to the direction of travel.

It is first of all specified that in the figures, the same references designate the same elements regardless of the figure in which they appear and regardless of the form of representation of these elements. Similarly, if elements are not specifically referenced in one of the figures, their references can easily be found by referring to another figure.

It is also specified that the figures essentially represent three embodiments of the subject of the invention but that there may be other embodiments which meet the definition of the invention.

The air deflection system 5a, 5b, 5c of the invention finds particular application in the field of optimizing the aerodynamic profile of the fairing of a vehicle of railway rolling stock 1, in particular a trainset of a high-speed train for which the optimization of the aerodynamic profile of the fairing is important on the one hand to limit the energy consumption of the train, and on the other hand to increase the top speed of the train.

The system of the invention 5a – 5c is applicable to any vehicle capable of moving at high speed and for which the optimization of the aerodynamic profile of the fairing is a problem to be taken into account. In the rest of the description, the air deflection system 5a - 5c of the invention is applied to a high-speed railway machine 1, which will simply be called a train in the rest of the description, comprising at least one train 2, 3 itself comprising a plurality of central cars and two end driving cars respectively head 20 and tail 30, the lead car 20 being the front car with respect to the direction of movement D of the vehicle.

The air deflection system of the invention 5a - 5c finds its main application for a train 1 which comprises at least two trainsets 2, 3 longitudinally secured to each other. In the rest of the description, the front train 2 with respect to the direction of movement D of the train 1 will be called first vehicle 2, while the rear train 3 with respect to the direction of movement D of the train 1 will be called second vehicle 3. The air deflection system of the invention 5a – 5c is particularly suitable for being installed on the tail car 20 of the front train 2, that is to say the tail car 20 of the first vehicle 2.

FIG. 1 illustrates a portion of the tail car 20 of the front train 2 (that is to say of the first vehicle) of a known train 1, as well as a portion of an end car 30 of the rear train 3 (that is to say of the second vehicle) of said train. The fairing of the end cars 20, 30 of the trains of this type of train 1 is profiled so as to ensure an air flow generating the least possible aerodynamic turbulence. Thus, for a train 1 comprising a single trainset, the profile of the fairing of the end cars is sufficient to optimize the aerodynamic drag of the train.

Nevertheless, as can be seen in FIG. 1, when the train 1 comprises several trainsets 2, 3, the junction between two trainsets generates an air overpressure zone C which leads to a degradation of the aerodynamic properties of the train, and in particular of the drag coefficient.

To reduce the aerodynamic drag of these trains with multiple oars, the air deflection system of the invention 5a - 5c is installed near a junction between two oars, on a part of the fairing forming the roof of a passenger car. tail 20 of train before 2, and this for all the trains of the train whose tail car is integral with an end car of an adjacent train. Thus for a train 1 with two trainsets 2, 3, a deflection system 5a - 5c is sufficient installed on the roof of the tail car 20 of the front trainset 2, that is to say on the roof of the tail car 20 of the first vehicle 2.

The deflection system 5a - 5c makes it possible to modify the aerodynamic profile of the fairing of the tail car 20 of the first vehicle 2 when a second vehicle 3 is longitudinally secured to the first 2. The deflection system 5a - 5c comprises to do this a retractable deflector 6a, 6c, 10 between an active deployed position and an inactive folded position.

The deployment of the deflector 6a, 6c, 10 is not necessary when the train 1 comprises a single train, since the profile of the fairing of the end cars is sufficient to reduce the aerodynamic drag. On the other hand, when the train 1 comprises at least two trainsets 2, 3, it becomes necessary to deploy the deflector 6a, 6c, 10 when the speed of the train exceeds a certain predetermined speed. This predetermined speed, for example 150 kilometers per hour, can for example be recorded in a memory space of control means of the deflection system 5a - 5c, and represents a threshold speed from which the degradation of the drag coefficient at the junction 4 between the two trains 2, 3 penalizes the performance of train 1.

In some of the embodiments which will be specified below, the deflection system 5a, 5b comprises means for determining the speed of the train 1, which are for example a speedometer or an indirect measurement device of the speed sensor type. air pressure installed on the tail car 20 of the first vehicle 2. These means for determining the speed 7a, 7b, connected to the control means of the deflection system 5a, 5b, allow the control means to control means of training 9a of the deflector 6a, 10 to deploy it when the speed of train 1 exceeds the threshold speed. In another alternative, the deflection system 5c does not include such means for determining the speed. In this case, as will be described later in relation to FIG. 6, the drive means comprise a locking device (not shown) of the deflector 6c which will also be described later.

Nevertheless, even when the speed of the train exceeds this threshold speed, the deflector 6a, 6c, 10 must only be deployed when the train 1 is multiple trains, that is to say that it includes at least a first vehicle 2 and a second vehicle 3.

The deflection system therefore comprises detection means 8 controlled by the control means and preferably installed on the tail car 20 of the first vehicle 2, so as to be able to detect the second vehicle 3 when the latter is secured to the first vehicle 2. These detection means 8 are for example a distance sensor, which may in particular be an optical distance sensor, or even a video camera whose field of vision encompasses the lead car 30 of the second vehicle 3. Alternatively, these detection means 8 comprise a module controlled by the control means and electrically connected to a connection circuit, which connection circuit provides at least the electrical connection between the end cars 20, 30 in the event of the presence of the second vehicle 3. Thus, the module 8 is able to detect if the tail car 20 of the first vehicle 2 is connected to the lead car 30 of the second vehicle.

With reference to Figure 2, the air deflection system will be described according to a first embodiment.

The retractable deflector is formed by a fin 6a pivotally mounted on the fairing of the tail car 20 of the first vehicle 2. This fin 6a is thus movable between its inactive folded position and its active deployed position (FIG. 2) via a controlled movement device 9a forming the drive means, for example an electric actuator whose piston 9a' is pivotally connected to the fin 6a.

Thus, when the train 1 comprises only one train 2, the detection means 8 which detect no other train sends this information to the control means which in fact keep the fin 6a in the folded position regardless of the speed of the train. 1.

On the other hand, when the train 1 comprises at least a second trainset 3, the detection means 8 detect the lead car 30 of this second trainset 3 and sends this information to the control means, which control the deployment of the fin 6a when the speed of the train exceeds the threshold speed, the speed being measured continuously for example by the pressure sensor 7a arranged on the tail car 20 of the first vehicle 2.

In this deployed position, the fin 6a deflects the air flow F and allows the generation of a low pressure air recirculation bubble in the space existing between the two end cars 20, 30 respectively of the first and second vehicles 2, 3. This results in a reduction in the aerodynamic drag at the level of the junction 4 between the two oars of train 1.

With reference to Figures 3a, 3b, 4a, 4b, 5a and 5b, the air deflection system 5b will be described according to a second embodiment.

The deflector 10 comprises a rigid skeleton 12 pivotally mounted on the fairing of the tail car 20 of the first vehicle 2. The skeleton 12 is movable between its deployed (FIGS. 5a and 5b) and folded (FIGS. 4a and 4b) positions by the through a controlled displacement device forming the drive means.

Referring to Figures 4b, 5a and 5b, the skeleton 12 is formed of several rods 13, 13', 13'' (three in Figures 4b, 5a and 5b) interconnected at one of their ends by a shaft 14 forming the pivot axis of the skeleton 12. This shaft 14 is integral with the controlled displacement device, formed in this second embodiment by a motorized rotation drive means provided in the fairing of the tail car 20 of the first vehicle 2.

The deflector 10 further comprises a film of elastic material 15 partly secured to the fairing of the tail car 20 of the first vehicle 2 and of which a free part covers the rigid skeleton 12. More precisely this elastic film 15, for example a film in elastomer of the polyurethane or neoprene type, is arranged on the part of the fairing of the tail car 20 of the first vehicle 2 so as to cover the skeleton 12 by matching the shape of the fairing, and is secured to the fairing, for example by gluing at the level of the longitudinal edges of said elastic film 15.

The part of the elastic film 15 covering the skeleton 12 is therefore free, so that the deployment of the skeleton 12 by the drive means considered deforms the elastic film 15 to form an aerodynamic appendage 11.

Conversely, when the skeleton 12 is in its folded position, the elastic film 15 resumes its shape at rest, following the contour of the fairing of the tail car 20 of the first vehicle 2.

When train 1 comprises only one train, the detection means which detect no other train sends this information to the control means which maintain the skeleton 12 in the folded position regardless of the speed of train 1.

On the other hand, when the train 1 comprises at least a second train 3, the detection means 8 detect this second train 3 and send this information to the control means, which control the deployment of the skeleton 12 when the speed of the train 1 exceeds the speed threshold, the speed being measured continuously for example by the pressure sensor 7b provided on the tail car 20 of the first vehicle 2.

In this deployed position, and like the fin 6a of the first embodiment of the invention, the aerodynamic appendage 11 formed by the skeleton 12 in the deployed position under the elastic film 15 deflects the flow of air F and allows the generation of a low pressure air recirculation bubble in the space existing between the two end cars 20, 30 respectively of the first and second vehicle 2, 3. This results in a reduction in the aerodynamic drag at junction 4 between the two trainsets 2, 3 of train 1.

With reference to FIG. 6, the air deflection system 5c will be described according to a third embodiment.

Like the first embodiment, the deflector in this third embodiment is formed by a fin 6c pivotally mounted on the fairing of the tail car 20 of the first vehicle 2. This fin 6c is thus movable between its position folded inactive and its active deployed position (FIG. 6).

However, and contrary to the first embodiment, the drive means 9c are not formed by an electric actuator 9a but by an air duct 16 provided in the fairing of the tail car 20 of the first vehicle 2. The spoiler 6c covers, in the folded position, the air outlet 17 of this duct 16. The air duct 16 further comprises an air intake 18, for example a scoop, which covers the air inlet of the duct 16 and which is arranged on the fairing so that its air intake opening 19 is oriented in the direction of movement D of the first vehicle 2.

Thus, as soon as the first vehicle 2 moves, its relative speed with respect to the surrounding air mass allows air to be engulfed in the scoop 18 towards the air duct 16 at a speed substantially equal to the speed of the train. This moving air 20 in the duct 16 exerts pressure on the fin 6c which tends to be driven towards its deployed position.

The air pressure exerted on the fin 6c must nevertheless be sufficient to deploy the fin 6c, that is to say exceed a threshold pressure: above the threshold pressure, the fin 6c is in its position deployed; below the threshold pressure, it remains in its folded position.

This threshold air pressure is directly correlated to a threshold speed of movement of air 20 in the duct 16, and therefore to the threshold speed of movement of the train 1. The characteristics of the air duct 16 (in particular its section), of the scoop 18 (the section of its opening) and of the fin 6c (in particular its weight) make it possible to determine the threshold speed of the train 1, from which the pressure exerted by the air 20 coming from the duct 16 on the lower surface of the fin 6c is sufficient to induce the drive of the fin 6c towards its deployed position.

The deployment of the fin 6c in this third embodiment being of the passive type, the drive means 9c comprise a locking device (not shown) of the fin 6c in the folded position when no other vehicle is secured to the first vehicle 2.

Thus, when the train 1 comprises only one train, the detection means which detect no other train sends this information to the control means which actuate the blocking means to lock the fin 6c and keep it in the folded position whatever be the speed of train 1.

On the other hand, when the train 1 comprises at least a second train, the detection means 8 detect this second train and send this information to the control means, which actuate the blocking means to unlock the wing 6c. Thus, as soon as train 1 exceeds the predetermined threshold speed, the fin is deployed by the pressure of the air 20 coming from the conduit 16 exerted on the surface of said fin 6c.

In this deployed position, the fin 6c deflects the air flow F and allows the generation of a low pressure air recirculation bubble in the space existing between the two end cars 20, 30 respectively of the first and second vehicle 2, 3. This results in a reduction in the aerodynamic drag at the level of the junction 4 between the two oars of train 1.

The air deflection system 5a - 5c of the invention therefore makes it possible, in the event of detection of a second vehicle 3 longitudinally secured to the first vehicle 2 (typically a train with multiple oars), to drive the deflector 6a, 6c, 10 towards its deployed position to reduce the aerodynamic drag at the level of the junction 4 between the vehicles 2, 3. Conversely, for a single row train, the drive means 9a, 9c maintain the deflector 6a, 6c, 10 in the stowed position, regardless of the speed of train 1.

Claims (11)

Air deflection system (5a, 5b, 5c) intended to be installed on the fairing of a first vehicle (2), in particular railway rolling stock (1), comprising an air deflector (6a, 6c, 10 ) retractable between an active deployed position and an inactive folded position, characterized in that it comprises detection means (8) of a second vehicle (3) longitudinally secured to the first vehicle, and drive means (9a, 9c) of the deflector (6a, 6c, 10) connected to the detection means (8) of the second vehicle (3) and configured to drive the deflector (6a, 6c, 10) towards its deployed position when the speed of the first vehicle (2 ) is greater than a predetermined speed and that the second vehicle (3) is secured to the first vehicle (2). End car (20) of a first vehicle (2) of railway rolling stock (1), comprising an air deflection system (5a, 5b, 5c) according to the preceding claim installed on the fairing part forming the roof of said end car (20). End car (20) according to the preceding claim, characterized in that the deflector comprises a fin (6a) pivotally mounted on the part of the fairing forming the roof of the end car (20) of the first vehicle (2), which fin (6a) is movable between its deployed and folded positions by means of a displacement device (9a) of the jack type forming the drive means. End car (20) according to Claim 2, characterized in that the deflector (10) comprises a rigid skeleton (12) pivotally mounted on the fairing part forming the roof of the end car (20) of the first vehicle (2) and movable between its deployed and folded positions by means of a displacement device of the jack type forming the drive means, and a film of elastic material (15) partly secured to the fairing of the passenger car end (20) of the first vehicle (2) and of which a free part covers the rigid skeleton (12). End car (20) according to the preceding claim, characterized in that the skeleton (12) is formed of several rods (13, 13', 13'') interconnected at one of their ends by a shaft (14) forming the pivot axis of the skeleton (12). End car according to any one of Claims 3 to 5, characterized in that the air deflection system (5a, 5b) comprises means (7a, 7b) for determining the speed of the first vehicle (2) connected to the drive means (9a) of the deflector (6a, 10). End car (20) according to claim 2, characterized in that the deflector comprises a fin (6c) pivotally mounted between its deployed and folded positions, and in that the drive means (9c) comprises a duct air (16) formed in the fairing of the end car (20) of the first vehicle (2), and in that the fin (6c) is arranged above at least one outlet (17) of the air duct (16). End car (20) according to the preceding claim, characterized in that the drive means (9c) comprise a device for locking the fin (6c) in the folded position when no other vehicle is secured to the first vehicle (2). End car (20) according to any one of Claims 2 to 8, characterized in that the detection means (8) comprise a second vehicle detection module (3) electrically connected to an electrical connection circuit of the first vehicle (2) to the second vehicle (3). A method of deploying an air deflection system according to claim 1 installed on a roof fairing portion of an end car of a first vehicle according to any one of claims 2 to 9, comprising the following steps of:

1. identification of the presence or not of the second vehicle secured longitudinally to the first vehicle;
2. actuation of the drive means to drive the air deflector towards its deployed position when the second vehicle attached to the first vehicle is detected and the speed of the first vehicle is greater than a predetermined speed.

Railway rolling stock comprising at least one end car according to any one of Claims 2 to 9, on a fairing part forming a roof of which is installed an air deflection system according to Claim 1.