Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61C—LOCOMOTIVES; MOTOR RAILCARS
  • B61C3/00—Electric locomotives or railcars
• • 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

Definitions

• the invention relates to a rail vehicle with a cooling arrangement for arranged in an underfloor area components, such as a power supply block, a power converter, a transformer or a traction motor, wherein the cooling arrangement has a first inlet for fresh air to be used as cooling air and at least one fan for guiding the cooling air towards at least one of the components.
• a rail vehicle with a cooling arrangement for arranged in an underfloor area components, such as a power supply block, a power converter, a transformer or a traction motor, wherein the cooling arrangement has a first inlet for fresh air to be used as cooling air and at least one fan for guiding the cooling air towards at least one of the components.
• known rail vehicles typically have in the lower sidewall area, d. H. In the vicinity of the components to be cooled inlet openings for fresh air, which is then supplied as cooling air by means of the fan to the respective components.
• These components may for example be equipped with cooling fins, so that their effective cooling is made possible by means of the cooling air. Examples are
• the arrangement chosen is favorable in terms of flow, since only short cooling air paths are to be laid in order to guide the fresh air flowing through the inlet opening to the location at which a cooling effect is to be achieved.
• the present invention seeks to provide a rail vehicle, in which there is an increased reliability in winter operation with regard to the cooling of arranged in the underfloor area components.
• Rail vehicle is arranged and connected via an air duct with the underfloor area.
• this inlet opening is significantly less exposed to snow in winter, so that a cooling air supply via the second inlet opening in winter can reliably go from stock.
• the second entry opening may be located in the roof area of the rail vehicle so that it is completely protected from whirled-up snow. Also, an arrangement of the second inlet opening in one
• the second inlet opening may be provided with an inlet grate and a downstream separator grate. This causes a protection of the second inlet opening during snowfall in front of the fan in the air channel snow.
• the Abscheidegitter be formed in two parts, wherein a respective sub-grid extends obliquely in the direction of an inlet of the air channel.
• the orientation of the sublattice can be both in the transverse direction to the longitudinal axis of the
• Triebwagens be chosen as well as in the longitudinal direction of the railcar. In both cases, a homogeneous distribution of the air velocity results.
• the separator grid is in turn divided into two and flows from below, so that the settling of snow and dirt is effectively reduced.
• the Abscheidegitter at a distance to a roof top of the
• Triebwagens is arranged and is undercut by wind, so that also the deposition of snow is reduced.
• the second inlet opening can communicate with the underfloor area of the building via one or more flow channels
• the first inlet opening may have a closable inlet grille. This provides the ability to close the first inlet opening for a winter operation partially or completely, so that a
• Cooling air supply for the components in the underfloor area comes up to 100% of the cooling air from the second inlet opening.
• the cooling arrangement can be controlled by means of a control module which determines the proportions of cooling air from the first inlet opening and the second inlet opening at the underfloor used cooling air.
• a control module which determines the proportions of cooling air from the first inlet opening and the second inlet opening at the underfloor used cooling air.
• the control module can be designed such that when operating in summer, the proportion of cooling air from the first inlet opening in the range between 30 and 100% and the proportion of cooling air from the second inlet opening in the range between 0 and 70%.
• the first inlet opening is typically closed, so that the cooling air is provided exclusively from the second inlet opening.
• the first inlet opening can typically be arranged in the region of the side skirts of the rail vehicle in order to create a flow-favorable route for the cooling air to the components to be cooled.
• control module may be designed such that different cooling air flow densities are selected between operation in summer and operation in winter. This can in particular be temperature-dependent, so that in a winter operation, the at least one fan can be operated at a lower speed, since the incoming fresh air has a relation to the summer significantly reduced temperature.
• individual unit fans or component fans can be provided with a bypass channel, the leading back to a suction side of the unit fan.
• the fan speed can remain constant, a pressure level in a floor pan of the rail vehicle in the underfloor area remains high, since a vacuuming of the floor pan is prevented, and an operating point of the
• Aggregate fan remains ideal. This results in a high efficiency of the unit fan, with less noise.
• Figure 1 is a side view, partially in section, one
• FIG. 2 is a cross-sectional view of a roof area of the roof
• FIG. 3 shows a cross-sectional view of a further embodiment of the roof area of the railcar of FIG. 1,
• FIG. 4 is a longitudinal sectional view of a roof area of the roof
• FIG. 5 shows a longitudinal sectional view of an underfloor region of the railcar of FIG. 1.
• FIG. 1 The representation of a railcar 1 in Figure 1 shows an underfloor area 2, in which various electrical components are housed, which are to be cooled during operation.
• Bogies 3 are equipped with associated traction motors 4, which are cooled by means of respective traction motor 5 fans.
• An underside of the multiple unit 1 is fluidly sealed by means of a bottom tray 6, so that 6 cooling air flows can be performed above the floor pan.
• Above the base tray 6 is also a further electrical unit 7, which may be a power supply block, a power converter or a transformer, more precisely, cooling units of the devices concerned.
• the bottom tray 6 sits down at their
• Second inlet grille 11 In the roof area of the railcar 1 there are second inlet grille 11. Fresh air flowing in via the second inlet grille 11 initially reaches respective associated separation grids 12, which, viewed in the longitudinal direction of the railcar 1, are inclined and inclined downwards in the direction of a vertically extending air duct 13 , A support fan 14 conveys cooling air from the roof area in the direction of the cooling system 10. It can be provided further air ducts, which are arranged one behind the other in the vehicle longitudinal direction and
• a cooling arrangement for the underfloor region of the railcar 1 is thus composed of two inlet openings with the first inlet grille 11 in the roof area and two inlet openings of the first inlet grille 9 in the side skirt area of the multiple unit 1, the air duct 13 and the cooling system 10, which may comprise a plurality of fans.
• the cooling system 10 which may comprise a plurality of fans.
• an air outlet 15 is provided in the otherwise sealed floor pan 6, which serves as an outlet for the cooling air flow of a cooling system.
• the cooling arrangement can be switched manually or automatically between a summer operation and a winter operation. Serves a not-shown here control module, which can be designed so that when operating in summer, the proportion of cooling air from the first
• the first inlet grates are closed manually or automatically, so that the cooling air is provided exclusively by the second inlet grids 11.
• This procedure has the advantage that in winter operation, the fresh air used as cooling air is substantially free of snow. Due to the arrangement of the second inlet grille 11 in the roof area, highly swirled snow can not hit the second inlet grille 11. During snowfall, the separation grids 12 act to filter snow present in the air before the fresh air is further conveyed through the air duct 13 by means of the support fan 14.
• FIG. 1 illustrates a first embodiment of the arrangement of the separation grids 12
• FIG. 2 shows an alternative arrangement of separation gratings 12A, which lie horizontally at a distance from the roof surface of the multiple unit 1.
• the separation grids 12A are only flowed in from below, so that the gravitational force can be prevented, that settles snow and dirt.
• FIG. 3 Another alternative to the arrangement of Abscheidegittern 12B is apparent from Figure 3.
• the Abscheidegitter 12 B are also arranged obliquely, wherein they fall from outside to inside in the direction of an inlet opening of the air duct 13. This causes a favorable distribution of the air velocity of the fresh air to be used as cooling air.
• Such a favorable distribution also results in the deposition grid arrangement according to FIG. 1.
• an array of Abscheidegittern 12C is chosen so that they are constantly undermined by fresh air, so that especially at high speed no snow can settle on the Abscheidegittern 12C, since no dead water is present. Separated snow thus has a very short residence time on the separation gratings 12C, since it is removed immediately due to the under-flushing at high speed.
• a gap between a roof top of the multiple unit 1 and the Abscheidegittern 12 C is aerodynamically shaped so that a
• Figure 5 shows a section of the underfloor region of the railcar 1 from the air duct 13 coming cooling air is in the direction of the traction motor 4 as an example of a
• the traction motor fan 5 is located on an inlet side of a cooling air duct 16, which transports cooling air to the traction motor 4. Immediately downstream of the traction motor fan 5, the cooling air channel 16 narrows, wherein in the region of this constriction
• bypass flap 17 is provided.
• the bypass door 17 When the bypass door 17 is closed, the entire cooling air flow from the driving motor cooler 5 is supplied from the traveling motor 4.
• the bypass door 17 When the bypass door 17 is opened, a proportion of the cooling air flow determined therewith is directed downward in the direction of
• the bypass control of the traction motor fan 5, which is here representative of fans that are assigned to specific units to be cooled, serves to reduce the volume flow in winter operation, which is supplied to the traction motor 4. If the fan speed of the traction motor fan 5 remains constant when the bypass door 17 is opened for winter operation, the pressure level in the bottom tray 6 rises and the operating point of the unit fan remains ideal, so that high efficiency and low noise are achieved.
• the bypass volume flow then corresponds to the Difference from the volume flow V 5 for summer operation and the volume flow V w for winter operation. It is made use of the fact that the fresh air supplied in the winter of lower temperature, so that a lower flow rate for cooling of aggregates, such as the drive motor 4, sufficient.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
• Cooling Or The Like Of Electrical Apparatus (AREA)

Applications Claiming Priority (2)

Publications (2)

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ID=38814525

Family Applications (1)

Country Status (7)

Families Citing this family (25)

Family Cites Families (10)

• 2006
  • 2006-07-12 DE DE102006032335A patent/DE102006032335B4/de not_active Expired - Fee Related
• 2007
  • 2007-06-20 ES ES07730274T patent/ES2352997T3/es active Active
  • 2007-06-20 EP EP07730274A patent/EP2038154B1/fr not_active Not-in-force
  • 2007-06-20 CN CN2007800264949A patent/CN101489850B/zh not_active Expired - Fee Related
  • 2007-06-20 AT AT07730274T patent/ATE477984T1/de active
  • 2007-06-20 WO PCT/EP2007/056147 patent/WO2008006679A2/fr not_active Ceased
  • 2007-06-20 RU RU2009104701/11A patent/RU2398695C1/ru active
  • 2007-06-20 DE DE502007004806T patent/DE502007004806D1/de active Active

Non-Patent Citations (1)

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