WO2010145954A1 - Véhicule sur rails présentant un dispositif de climatisation - Google Patents

Véhicule sur rails présentant un dispositif de climatisation Download PDF

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Publication number
WO2010145954A1
WO2010145954A1 PCT/EP2010/057827 EP2010057827W WO2010145954A1 WO 2010145954 A1 WO2010145954 A1 WO 2010145954A1 EP 2010057827 W EP2010057827 W EP 2010057827W WO 2010145954 A1 WO2010145954 A1 WO 2010145954A1
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WO
WIPO (PCT)
Prior art keywords
supply air
air conditioning
air flow
conditioning area
sensor
Prior art date
Application number
PCT/EP2010/057827
Other languages
German (de)
English (en)
Inventor
Werner HÖFLER
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 WO2010145954A1 publication Critical patent/WO2010145954A1/fr

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Classifications

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

Definitions

  • the present invention relates to a rail vehicle with a car body having a passenger compartment, and a Klimathnes ⁇ in ⁇ chtung for air conditioning of the Passagierabteiis, the passenger compartment having a first air conditioning area and an adjacent second Khmatleiters Kunststoff, the first Kiimatmaschines Kunststoff supplied via a first supply air duct of the Klimatretesein ⁇ chtung with a first supply air and the second air conditioning area is supplied with a second supply air flow via a second supply air duct of the air conditioning device and the air conditioning device has a control device for controlling the heat output introduced into the passenger compartment via the first supply air flow and the second supply air flow. It further relates to a corresponding method for air conditioning a passenger compartment rail vehicle
  • roof climate modules for the air conditioning of rail vehicles, especially for high-speed traffic, frequently arranged in the roof area of the car body climate modules (so-called roof climate modules), in which the conditioning of the air is used for air conditioning (ie for cooling, ventilation or heating) of the passenger compartment to the climate module usually includes a channel system, via which the air is introduced into the passenger compartment
  • This channel system often includes a central running in the longitudinal direction of the car body cold air duct and these laterally flanking hot air ducts, such as the vehicle "ICE T" Deutsche Bahn AG
  • cooled air is introduced into the passenger compartment in the ceiling area of the car body via the cold air duct.
  • the hot air ducts each have a plurality of side ducts distributed in the longitudinal direction of the vehicle, which travel downwards from the roof area and in the area of the fens ter and / or the bottom of the passenger compartment in the passenger compartment mouth to supply there the warm air
  • the temperature and quantity control of the supply air to the passenger compartment is usually a function of a measurement of the air temperature at a certain point in the passenger compartment of the temperature of the circulating air or the temperature of the exhaust air and the outside temperature.
  • a problem with this type of air conditioning is that Depending on different influencing factors can result in very different temperature distributions in the passenger compartment a comparatively long-lasting unilateral solar radiation on a longitudinal side of the vehicle at the solar irradiation exposed side prevail a much higher room temperature than on the shadow side
  • heating continues unabated and the air conditioning area is on the sunny side an increase in temperature to an undesirably high level
  • the present invention is therefore based on the object to provide a rail vehicle or a method for air conditioning of a rail vehicle of the type mentioned above, which does not have the disadvantages mentioned above or at least to a lesser extent and in particular easily a need-based air conditioning of the passenger compartment of the rail vehicle allows
  • the present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features specified in the characterizing part of claim 1. It solves this problem further starting from a method for air conditioning of a rail vehicle according to the preamble of claim 10 by the characterizing part of claim 10 specified characteristics
  • the present invention is based on the technical teaching that it is possible to achieve a demand-based air conditioning of the passenger compartment of the rail vehicle in a simple manner if the (positive or negative) heat outputs supplied to the respective air-conditioning area via the respective supply air flow are adjusted independently of each other and in dependence on detected variables (ie thus controlled or regulated), from which conclusions can be drawn on a different heat distribution in the passenger compartment
  • the present invention therefore relates to a rail vehicle with a car body, which has a passenger compartment, and a
  • the first air conditioning area can be supplied with a first supply air flow via a first supply air duct of the air conditioning unit, while the second air conditioning area can be supplied via a second supply air duct of the first air conditioning area
  • the air-conditioning device has a control device for controlling the heat output introduced into the passenger compartment via the first supply air flow and the second supply air flow.
  • the air conditioning device furthermore has a first sensor device connectable to the control device and a second sensor device connectable to the control device, wherein the first sensor device detects a first control quantity representative of the temperature distribution in the first air conditioning area and / or a first control size influencing the temperature distribution in the first air conditioning area, while the second sensor device records a second representative of the temperature distribution in the second air conditioning area
  • the control device is designed to, depending on the first control variable and the second control variable, introduce a first heat output introduced into the first air-conditioning region via the first supply flow, deviating from one via the second control airflow and / or one second control flow influencing the temperature distribution in the second air conditioning region Adjusting the supply air flow in the second Kiimatmaschines Kunststoff introduced second heat output
  • the setting of the two heat outputs can be dependent on each other, for example, a predetermined air mass flow can be divided into two partial streams of different sizes to achieve the two different heat outputs for the two air conditioning areas.
  • a predetermined air mass flow can be divided into two partial streams of different sizes to achieve the two different heat outputs for the two air conditioning areas.
  • the setting of the two heat outputs from each other independently possible, so that a particularly flexible needs-based air conditioning of the two air conditioning areas is possible
  • a positive heat output introduced into the passenger compartment should designate a heating power, while a negative heat output introduced into the passenger compartment designates a cooling capacity
  • more than two different air conditioning areas can also be defined.
  • the first air conditioning area and the second air conditioning area are preferably arranged on different longitudinal sides of the car body because it often comes straight to the above-described, in the transverse direction of the vehicle uneven temperature distributions
  • the two air conditioning areas are climatically communicating areas of the passenger compartment
  • the arrangement of the Zu povertykanale in the car body can basically be done in any way So they can, for example, extend completely or partially in the bottom area and / or in the side wall portion of the car body
  • the first supply air duct and / or the second supply air duct is arranged in a roof area of the car body, as they are
  • the first supply air duct can have at least one first side duct opening into a floor area and / or a window area of the car body for supplying air to the passenger compartment, in order to provide an air intake in the passenger compartment to achieve a targeted and effective introduction of supply air favorable design
  • the second supply air duct which also at least one in one
  • Floor area and / or in a window portion of the car body mouth second side channel for air supply into the passenger compartment may have
  • control device is therefore designed to adjust the first heat output to adjust the size of the first supply air flow and / or the temperature of the first supply air flow as a function of the first control flow, while the control device is additionally or alternatively configured to to set the second heat output to adjust the size of the second supply air flow and / or the temperature of the second supply air flow in dependence on the second control size
  • the size of the respective supply air flow can be adjusted, for example, via a delivery device (eg, a fan, etc.) assigned to the respective supply air flow.
  • a delivery device eg, a fan, etc.
  • the control device is therefore preferably designed to set a free flow cross-section and / or to adjust the size of the first supply air flow and / or the second supply air flow
  • control device may be configured to set a mixing ratio of at least two air streams of different temperature for setting the temperature of the first supply air flow and / or the second supply air. This may also be done in a particularly simple manner via at least one controllable flap assigned to the supply air channel For example, a conditioned over a Konditioniereinncht conditioned (ie heated or cooled) air flow with a non-conditioned air flow (eg, a sucked from outside the vehicle fresh air stream or extracted from the passenger compartment recirculating air flow) are mixed in the appropriate ratio to a desired temperature achieve
  • the first or second control size is basically any large contemplated, which allow conclusions about the temperature or their temporal evolution in the respective air conditioning comparable for the place of detection of the first or second control size This can be chosen arbitrarily, provided he draws appropriate conclusions on the Preferably, the first sensor device comprises a first sensor for detecting a variable representative of an external heat input into the first air-conditioning area as the first control variable.
  • the heat output of the solar radiation acting on the first air-conditioning area can be detected and then be considered accordingly in the supply air supply for the first air conditioning area
  • the first sensor is preferably assigned to the first air conditioning area directly in space (ie arranged in or in the immediate vicinity of the first air conditioning area), so that a particularly simple and stable relationship exists between the measured values of the first sensor and the temperature or its temporal evolution in the first climate control area
  • the first sensor is arranged on an outer side of the car body, in particular in the roof area of the car body. This makes it possible to determine external influences (that is, for example, the external heat input into the first air conditioning area) in a particularly simple and reliable manner
  • the second sensor device preferably comprises a second sensor for detecting a variable representative of an external heat input into the second air conditioning area as a second control variable.
  • the second sensor is spatially assigned to the second air conditioning area.
  • the second sensor is preferably on an outer side the car body, especially in the roof area of the car body, arranged
  • the first sensor device comprises a third sensor for detecting a temperature
  • the second sensor device may also comprise a fourth sensor for detecting a variable representative of a temperature in the second air-conditioning area as a further second control variable.
  • vehicle-internal influences e.g. B uneven heat loads due to unevenly distributed occupancy of passengers
  • the present invention can be used in connection with any conventional configurations of the duct system of an air-conditioning device. It is preferably used in conjunction with an air-conditioning device which comprises a third supply air duct, which is arranged in a roof area of the car body and opens into the passenger compartment particularly favorable and effective Klimatretesszena ⁇ en realize that use the natural convection in particular when cooling and heating
  • the control device is designed to supply the third supply air duct only in the case of cooling the Passagierabteiis a third supply air
  • the present invention further relates to a method for air conditioning a rail vehicle with a car body having a passenger compartment with a first air conditioning area and an adjacent second air conditioning area, which are arranged in particular on different longitudinal sides of the car body.
  • the first air conditioning area via a first supply air duct supplied to the second air conditioning area via a second supply air duct, a second supply air flow, wherein the introduced via the first supply air flow and the second supply air flow in the passenger compartment heat output is controlled for the temperature distribution in the first air conditioning area representative first control size and / or
  • one for the temperature distribution in the second air-conditioning region influencing the temperature distribution in the second air-conditioning region is detected
  • a first heat output introduced into the first air conditioning area via the first supply air flow is deviated from a first supply air flow adjusted via the second supply air flow into the second air conditioning area introduced second heat output
  • Figure 1 is a schematic plan view of a part of a preferred embodiment of the inventive rail vehicle with the one oevorzugte
  • Embodiment of the inventive air conditioning method can be performed,
  • FIG. 2 shows a schematic sectional view of the rail vehicle from FIG. 1 (along the line H-N from FIG. 1),
  • FIGS. 3A to 3D show different switching states of the air-conditioning unit of FIG. 1
  • a vehicle coordinate system x, y, z is indicated in the figures, in which the x-Koord ⁇ nate the longitudinal direction of the rail vehicle 101, the y-Koord ⁇ nate the Quer ⁇ chtung of the rail vehicle 101 and the z-Koord ⁇ nate Hohennchtung the rail vehicle 101 denote
  • the vehicle 101 comprises a car body 102, which is truncated in the region of its two ends in each case on a (not shown) in the carriage body 102 is a Klimathnesem ⁇ chtung 103 arranged, the Konditionieinnchtung in the form of a climate module 103 1, which is arranged in the roof area of the car body 102 above the inner ceiling 104 1 of a passenger compartment 104 of the car body 102.
  • the passenger compartment 104 is a geometricalbteil that extends over a majority of the length of the car body 102 and equipped with a corresponding number of seats for passengers
  • the air outlet of the Klimamoduis 103 1 opens into a distribution box 103 2 of the Klimathneseinnchtung 103, in which the supplied from the air conditioning module 103 1 supply air flow 105 via a controllable first flap 103 3 and a controllable second flap 103 4 in a first supply air stream 105.1, a second supply air stream 105.2 and a third supply air stream 105.3 is divided.
  • the supply air streams 105.1 to 105.3 are thereby distributed to a conventional duct system of the air-conditioning device 103 with a first supply air duct 103.5, a second supply air duct 103.6 and a central third supply air duct 103.7 which is flanked laterally in the vehicle transverse direction (y direction) by the two supply air ducts 103.5 and 103.6 ,
  • the first flap 103.3 and the second flap 103.4 are each pivotable about a pivot axis and determine, depending on their angular position, the open flow cross-section to the respective supply air duct 103.5 to 103.6 and accordingly the size ratio of the supply air flows 105.1 to 105.3.
  • the supply air ducts 103.5 to 103.7 distribute the supply air in a known manner in the longitudinal direction of the vehicle 101 (x-direction), the two lateral supply air ducts 103.5 and 103.6 each having in the region of a window 106 of the car body 102 side channels 103.8.
  • the side channels 103.8 lead in the respective side wall of the car body 102 from the roof area in the height direction of the vehicle 101 (z-direction) down and over other branches 103.9 and 103.10 to air outlets in the region of the lower edge of the respective window 106 and just above the ground 104.2 of the passenger compartment 104 and open into the passenger compartment 104.
  • the central third supply air duct 103.7 also has air outlets, which open into the passenger compartment 104 in a known manner via the interior ceiling 104.1.
  • the passenger compartment 104 is divided into a first air conditioning area 104.3 and a second air conditioning area 104.4, which extend in the vehicle longitudinal direction via the two in longitudinal halves of the passenger compartment 104 and adjacent to each other in the vehicle transverse direction.
  • These two air-conditioning areas 104.3 and 104.4 are separately air conditioned according to the invention in the manner described below.
  • the air-conditioning device 103 has a control device 103.11 with a control module 103.12 via which, in addition to the control of the climate module 103.1, the first flap 103.3 and the second flap 103.4 are controlled.
  • a first sensor 103.13, a second sensor 103.14, a third sensor 103.15 and a fourth sensor 103.16 are provided which are each connected to the control module 103.12.
  • the first sensor 103.11 and the third sensor 103.13 belong to a first sensor device which is assigned to the first air conditioning area 104.3, while the second sensor 103 14 and the fourth sensor 103 16 belong to a first Sensorein ⁇ chtung, which is associated with the second air conditioning area 104 4
  • the first sensor 103 13 and the second sensor 103 14 are identically designed and arranged on the respective (imks or right) vehicle side respectively in the roof area in the region of the outer skin of the car body above one of the windows 106.
  • the first sensor and the For example, an arrangement in the region of a window spar between two windows of particular advantage, since it can be particularly easily detected by the concrete heat input through the window
  • the first sensor 103 13 detects, as a first control quantity S1-1, a quantity representative of an external heat input (for example, the heat output of the incident solar radiation) into the first air conditioning area 104 3, and thus conclusions about the temporal evolution and local distribution of the temperature in the first The same applies to the second sensor 103 14, which supplies a corresponding second control size S2-1, which is assigned to the second air-conditioning area 104 4
  • the third sensor 103 15 and the fourth sensor 103 16 are also designed identically and on the respective (left or right) vehicle side respectively in the region of the inner ceiling
  • the third sensor 103 15 detects, as a further first control variable S 1-2, a variable corresponding to the temperature in the first
  • the sensors 103 13 to 103 16 deliver their measured values to the control module 103 12, which actuates the climate module 103 1 as a function of the currently supplied values of the control variables S1-1, S1-2, S2-1 and S2-2 and thus Further, the control module 103 12 controls the two doors 103 3 and 103 4 independently of each other depending on the currently supplied values of the control signals S1-1, S1-2, S2-1 and S2-2 to the angle and in the manner described above, the large and the large ratio of the supply air currents 105 1 to
  • the information about the first supply air stream 105 1 introduced into the first air-conditioning region 104 3 is thus independently of one another Heat output P1 and set via the second supply air stream 105 2 introduced into the second air conditioning 104 104 second heat output P2
  • Figures 3A to 3D show for different situations, the respective pivot position of the two flaps 103 3 and 103 4, in which they controlled by the control module! 103 12 are moved
  • FIG. 3A shows the Kiappengnagnagnagna himself in a situation in which, for example, a non-uniform sunlight on the side of the first air conditioning 104 a higher (positive) heat transfer occurs than on the side of the second air conditioning 104 104
  • This situation is on the (im Average permanently) different values of the first control size S1-1 and S2-1 detected in the control module 103 12 and leads to the flap position shown
  • first supply air stream 105 1 is set, via the outlet of the branch channels 103 9 and 103 10 in the window
  • the second flap 1034 is set so that no second supply air flow 105 2 results, which could flow out via the outlets of the branch ducts 103 9 and 103 10 in the window or floor area of the first air conditioning area 104 3
  • FIG. 3B shows the flap position for the cooling case in a situation in which no uneven (positive) heat transfer takes place.
  • the flap position can then be selected such that only one central (cooling) third supply air 105 3 passes over the inner cover 104 1 flows out while on the first flap 103 3, the first supply air stream 105 1 and the second flap 103 4, the second supply air stream 105 2 are reduced to the value zero
  • FIG. 3C shows the flap position for the heating case in a situation in which a higher (positive) heat input takes place, for example, via uneven solar irradiation on the side of the first stoking area 104 3 than on the side of the second air conditioning area 104 3. permanently on average) different values of the first control variable S1-1 and S2-1 in the control module 103 12 detects and leads to the flap position shown
  • a (warming) first supply air stream 105 1 is set via the first flap 103 3, which flows out via the outlets of the branch channels 103 9 and 103 10 in the window or bottom area of the first air conditioning area 104 3
  • a second supply air flow 105 2 results which flows out via the outlets of the branch ducts 103 9 and 103 10 in the window or floor area of the first air conditioning area 104.
  • the flap position shown the second supply air 105 2 is significantly larger than the first supply air flow 105 1
  • third supply air is discharged 105 3 with heated supply air
  • flap for example, a shutter or the like , as indicated in Figures 3A to 3D by the dashed contour 109
  • such an additional flap 109 can also be used to respond to a recognized uneven internal heat input, for example due to an uneven occupancy of the vehicle with passengers and the resulting different temperature development in the air-conditioning areas 104 3 and 104 4
  • a recognized uneven internal heat input for example due to an uneven occupancy of the vehicle with passengers and the resulting different temperature development in the air-conditioning areas 104 3 and 104 4
  • Figure 3D shows the flap position for the Schufal! in a situation in which no uneven (positive or negative) heat entry into the air conditioning areas 104 3 and 104 4 takes place.
  • the flap position can then be selected so that only the central third supply air stream 105 3 is blocked via the inner ceiling 104 1, while over the first flap 103 3 of the first supply air stream 105 1 and the second flap 103 4 of the second Zuiuftstrom 105 2 are set to the same value
  • first supply air flow 105 1 and second supply air flow 105 2 could be set (as indicated in FIG. 3B by the dashed contour 108).
  • any other flaps or chokes, etc. can be used.
  • so-called shutter flaps, lens flaps etc can be used, which each set the free flow cross section to or in the associated flow channel

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

La présente invention concerne un véhicule sur rails qui comprend une caisse (102) présentant un compartiment passagers (104), ainsi qu'un dispositif de climatisation (103) permettant de climatiser le compartiment passagers (104). Le compartiment passagers (104) présente une première zone de climatisation (104.3) et une seconde zone de climatisation adjacente (104.4), la première zone de climatisation (104.3) pouvant être alimentée en un premier courant d'amenée d'air par l'intermédiaire d'un premier canal d'amenée d'air (103.5) du dispositif de climatisation, et la seconde zone de climatisation (104.4) pouvant être alimentée en un second courant d'amenée d'air par l'intermédiaire d'un second canal d'amenée d'air (103.6) du dispositif de climatisation. En outre, le dispositif de climatisation présente un dispositif de commande (103.11) permettant de commander la puissance calorifique introduite dans le compartiment passagers (104) par l'intermédiaire du premier courant d'amenée d'air et du second courant d'amenée d'air. Le dispositif de climatisation (103) présente un premier dispositif de détection pouvant être relié au dispositif de commande (103.11) et un second dispositif de détection pouvant être relié au dispositif de commande.
PCT/EP2010/057827 2009-06-15 2010-06-04 Véhicule sur rails présentant un dispositif de climatisation WO2010145954A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009025299.1 2009-06-15
DE200910025299 DE102009025299A1 (de) 2009-06-15 2009-06-15 Schienenfahrzeug mit einer Klimatisierungseinrichtung

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WO2010145954A1 true WO2010145954A1 (fr) 2010-12-23

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3156302A1 (fr) 2015-10-16 2017-04-19 Bombardier Transportation GmbH Dispositif de climatisation d'un habitacle de véhicule, en particulier un véhicule sur rail
DE102016112667A1 (de) 2016-07-11 2018-01-11 Bombardier Transportation Gmbh Verfahren zum Betrieb eines Systems zum Klimatisieren eines Innenraums eines Fahrzeugs
RU184005U1 (ru) * 2015-10-05 2018-10-11 Сименс Акциенгезелльшафт Транспортное средство
EP3640112B1 (fr) 2017-06-12 2021-11-17 Mitsubishi Electric Corporation Appareil de climatisation de véhicule et procédé de climatisation d'un appareil de climatisation de véhicule

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DE102013203375A1 (de) * 2013-02-28 2014-08-28 Siemens Aktiengesellschaft Klimatisierungsanordnung für ein Schienenfahrzeug
DE102013104160A1 (de) * 2013-04-24 2014-10-30 Kerstner Gmbh Thermozelle und Thermofahrzeug mit einer Thermozelle
CN103303327A (zh) * 2013-06-20 2013-09-18 南车南京浦镇车辆有限公司 地铁车辆用导流风道
CN103273935A (zh) * 2013-06-20 2013-09-04 南车南京浦镇车辆有限公司 地铁车辆用导流风道的装配方法
DE102013227001A1 (de) * 2013-12-20 2015-06-25 Siemens Aktiengesellschaft Verfahren zur Klimatisierung eines Fahrzeugs, insbesondere eines Schienenfahrzeugs
DE102016002347A1 (de) * 2016-03-09 2017-09-14 Siemens Aktiengesellschaft Klimakanal für ein Schienenfahrzeug, mit Heizelement
DE202018104362U1 (de) 2017-08-01 2018-09-17 Faiveley Transport Leipzig Gmbh & Co. Kg Schließeinrichtung mit Lamellen für Ansaug- bzw. Ausblasöffnungen der Prozessluft von Klima- und Lüftungsgeräten für Schienenfahrzeuge
DE102018118315A1 (de) 2017-08-01 2019-02-07 Faiveley Transport Leipzig Gmbh & Co. Kg Schließeinrichtung mit klappenförmigen Bauelementen für Ansaug- bzw. Ausblasöffnungen der Prozessluft von Klima- und Lüftungsgeräten für Schienenfahrzeuge
CN108482404A (zh) * 2018-05-22 2018-09-04 中车青岛四方机车车辆股份有限公司 一种车厢内温度分区控制系统及分区调温方法
CN112158215A (zh) * 2020-09-21 2021-01-01 五邑大学 基于毫米波雷达精准感知的智能空调控制系统及其控制方法

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JPH08253017A (ja) * 1995-03-17 1996-10-01 Hitachi Ltd 車両用空調装置の車内温度制御方法
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JP2004314937A (ja) * 2003-03-28 2004-11-11 Tokyu Car Corp 鉄道車両

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US2488185A (en) * 1947-08-23 1949-11-15 Vapor Heating Corp Temperature equalizing system for enclosed spaces
JPS6045418A (ja) * 1984-07-20 1985-03-11 Hitachi Ltd 車両の空調装置
JPH08253017A (ja) * 1995-03-17 1996-10-01 Hitachi Ltd 車両用空調装置の車内温度制御方法
US20010001417A1 (en) * 1996-11-08 2001-05-24 Oliver Beck Heating or air conditioning unit for a motor vehicle
JP2004314937A (ja) * 2003-03-28 2004-11-11 Tokyu Car Corp 鉄道車両

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU184005U1 (ru) * 2015-10-05 2018-10-11 Сименс Акциенгезелльшафт Транспортное средство
EP3156302A1 (fr) 2015-10-16 2017-04-19 Bombardier Transportation GmbH Dispositif de climatisation d'un habitacle de véhicule, en particulier un véhicule sur rail
DE102015117665A1 (de) 2015-10-16 2017-04-20 Bombardier Transportation Gmbh Vorrichtung zum klimatisieren eines innenraums eines fahrzeugs, insbesondere eines schienenfahrzeugs
DE102016112667A1 (de) 2016-07-11 2018-01-11 Bombardier Transportation Gmbh Verfahren zum Betrieb eines Systems zum Klimatisieren eines Innenraums eines Fahrzeugs
EP3640112B1 (fr) 2017-06-12 2021-11-17 Mitsubishi Electric Corporation Appareil de climatisation de véhicule et procédé de climatisation d'un appareil de climatisation de véhicule

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