• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a ventilation device (10) for cooling an element (12) of a railway vehicle, the ventilation device (10) being intended to be placed on a roof of said railway vehicle and comprising a duct (24), which extends substantially longitudinally with respect to the railway vehicle and which comprises successively a front portion (32), provided with a front opening (28) for the admission of air, a central portion (34), in which is housed said element (12) to be cooled, and a rear portion (36) provided with a rear opening (30) for exhausting air. A surface of a cross-section of the duct (24) evolves, from the front opening (28) to the rear opening (30), so as to generate an acceleration of the air flow in the duct (24) by effect Venturi.
    公开号:FR3029485A1
    申请号:FR1461884
    申请日:2014-12-03
    公开日:2016-06-10
    发明作者:Sebastien Nicolau；Denis Cornu
    申请人:Alstom Transport Technologies SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an air cooling device for an element of a rail vehicle, intended to be placed on a roof of said railway vehicle, of the type described in FIG. comprising a conduit, which extends substantially longitudinally with respect to the railway vehicle and which comprises successively a front portion, provided with a front opening for the admission of air, a central portion, in which is housed said element to be cooled, and a rear portion, provided with a rear opening for the evacuation of air. The invention relates more particularly to an air cooling device for the tubes for circulating a heat transfer fluid of a condenser of a cooling device, in particular a device for cooling the electronic power components for supplying the traction motors of the vehicle.
    [0002] To ensure the operation of such a condenser with a good efficiency, it is necessary to generate a flow of air around the tubes, so as to facilitate the exchange of heat between the tubes and the air surrounding them. The document EP 0 578 549 describes an air cooling device comprising an air circulation duct inside which is housed an element to be cooled, in this case a braking rheostat. The conduit has front and rear portions forming movable scoops that can be deployed over the roof hood of the railway vehicle to divert a fraction of the air flowing along the moving vehicle to circulate it. around the element to be cooled. However, such an air cooling device does not give complete satisfaction. The flow of air passing through the duct is vulnerable to mechanical failure of the actuating cylinders of the front and rear portions. Thus, the mobile scoop solution is not practical. In addition, such an air cooling device is sensitive to the speed of the vehicle. At low speed, the air flow rate to the element to be cooled is insufficient. At high speed, the boundary layer of airflow around the railway vehicle tends to peel off and depart from the outer walls of the vehicle and past the front and rear scoops. As a result, the air flow captured by the device is insufficient to ensure efficient cooling. The invention therefore aims to overcome the aforementioned problems.
    [0003] To this end, the invention particularly relates to a device of the aforementioned type, characterized in that a surface of a cross section of the duct evolves, from the front opening to the rear opening, so as to generate an acceleration of the air flow in the duct by Venturi effect.
    [0004] This device has an optimized geometry making it possible, at constant vehicle speed, to improve the characteristics of the flow around the element to be cooled compared with the state of the art. An air-cooling device according to the invention may further comprise one or more of the following characteristics, taken alone or in any technically feasible combination: the surface of the cross-section of the central portion is smaller than the surface; the cross section of the front portion; the surface of the cross section of the central portion is smaller than the cross sectional area of the rear portion; The front and rear openings are arranged substantially transversely to a longitudinal axis of the railway vehicle; said duct being a main duct, the device furthermore comprises a secondary duct extending substantially parallel to the main duct, the secondary duct comprising a front part, provided with a front orifice for admission of air, a central portion, and a rear portion, provided with a rear orifice for exhausting air, a surface of a cross section of the evolving secondary duct, from the front orifice to the rear orifice of the secondary duct, in order to generate disturbances of a nature to favor the acceleration of the flow of air in the main duct; the secondary duct and the main duct are connected to each other by a passage allowing a circulation of air, the passage extending between the central portion of the main duct and the central part of the secondary duct, the disturbances promoting the acceleration of the air flow in the central portion of the main duct; - The central portion of the secondary duct is provided with at least one deflector adapted to generate turbulence in the air flow flowing in the secondary duct; The deflector is carried by an upper face of the central part of the secondary duct and projects in the central part of the secondary duct; the deflector is a rod or a plate. The invention also relates to a railway vehicle comprising an element to be cooled, characterized in that it comprises an air cooling device as defined above, suitable for cooling said element to be cooled, the device being fixed on a roof of the vehicle so that an axis of the conduit extends substantially parallel to a longitudinal axis of the vehicle. The invention will be better understood on reading the description which follows, given solely by way of example and with reference to the appended figures among which: FIG. 1 is a perspective view of a railway vehicle comprising an air flow device according to an exemplary embodiment of the invention; FIG. 2 is a perspective view of the air cooling device equipping the railway vehicle of FIG. 1, partially shown, and some of whose walls are represented in transparency; and FIG. 3 is a sectional view, partially shown, in a longitudinal plane of the vehicle, of the cooling device of FIG. 2. FIG. 1 is a general representation of a railway vehicle 1. In the present description, FIG. an XYZ mark is associated with the vehicle 1, with the axis X X, the longitudinal axis of the vehicle 1, oriented from the rear to the front in the direction of movement of the vehicle 1; the Y axis, the transverse axis of the rail vehicle oriented from right to left; and the Z axis, the vertical axis of the vehicle 1, oriented from bottom to top. The vehicle 1 comprises at least one car 14, whose body has side walls 16 and a roof 18.
    [0005] The roof 18 carries a cowling 17 for the equipment of the vehicle placed on the roof. In particular, the cowling 17 defines a housing 22, open from above, for receiving two air cooling devices 10. Each device 10 is disposed on the roof 18 of the vehicle 1, between two transverse walls front and rear of the cowling 17. The devices 10 are arranged symmetrically with respect to a median plane XZ of the car 14. An air cooling device 10 is intended for cooling the condenser portion 12 of a cooling device 13 (FIG. 3) of a set of bipolar transistors with insulated gate (known as "IGBT" for "Insulated Gate Bipolar Transistor") for supplying traction motors of the vehicle. The condenser 12 is constituted by a plurality of tubes 14 for circulating a heat transfer fluid housed inside the device 10 as will be described below. As shown in section along a plane parallel to the XZ plane in FIGS. 2 and 3, the device 10 comprises a main duct 24 and a secondary duct 3029485 4 26, a passage 50 of air circulation being formed between the duct 24 and the secondary conduit 26. The main conduit 24 extends substantially longitudinally. Between a front opening 28 and a rear opening 30, the main duct 24 comprises successively, from front to rear, a front portion 32, a central portion 34 and a rear portion 36. The central portion 34 is the portion inside which are housed the tubes 14 of the condenser 12 to be cooled. These are mounted so as to be arranged parallel to the transverse direction Y.
    [0006] The front portion 32 constitutes a scoop before admission of fresh air into the main duct 24. The front portion 32 is flared so that the front opening 28 extends, in projection in a transverse plane YZ, at most near the jig of the vehicle 1, so as to capture the streams of air flowing along the cowling 17, both on the top and on the sides thereof. The rear portion 36 constitutes a rear scoop hot air discharge of the main duct 24. The rear portion is flared so that the rear opening 30 extends, in projection in a transverse plane YZ, at the closest to the template of the 1, so as to discharge the air circulating in the main duct 24 above and on the sides of the cowling 17. The walls of the main duct 24 have, in the plane XZ, a profile such as the cross section of the duct decreases from the front opening 28 towards the central portion 34 and then increases from the central portion 34 towards the rear opening 30.
    [0007] More precisely, the longitudinal evolution of the cross-section of the main duct 24 varies so as to generate an acceleration of the air flow by the Venturi effect in the central portion 34. The front portion 32 thus has a cross section whose surface decreases. from front to back. The variation of the cross-sectional area is continuous from the front opening 28 to the entrance of the central portion 34. The ratio between the cross-sectional area of the front portion 32 at the opening before 28 and the surface of the cross section of the front portion 32 at its junction with the central portion 34 is greater than 2, preferably between 2 and 3.
    [0008] The rear portion 36 thus has a cross section whose surface increases from front to rear. The variation of the cross sectional area is continuous from the junction with the central portion 34 to the rear opening 30. The ratio of the cross sectional area of the rear portion 36 to the rear opening 30 and the cross sectional area of the rear portion 36 at its junction with the central portion 34 is greater than 2, preferably between 2 and 3. By the adapted geometry of the main conduit 24, the air is accelerated by circulating with a suitable speed around the tubes 14 to cool. This acceleration 10 makes it possible to compensate for a low intake speed in the front portion 32 of the main duct 24, which speed would be insufficient to cool the element to be cooled. Thus, even for a low speed of circulation of the railway vehicle, the flow of air flowing in the central portion is large enough to allow the amount of heat necessary for efficient operation of the device to be cooled to be removed. Preferably, to further improve the performance of the main conduit 24, the device 10 comprises a secondary conduit 26, extending substantially parallel to and above the main conduit 24, in the longitudinal direction of the railway vehicle. Between a front orifice 40 and a rear orifice 42, the secondary duct 26 comprises successively, from front to rear, a front portion 44, a central portion 46 and a rear portion 48. The central portion 46 is located at above the central portion 34 of the main duct 24. The front orifice 40 allows fresh air to be admitted from the outside into the secondary duct 26. The front part 44 forms a scoop for capturing the air and bring it to the central portion 46. The rear orifice 42 allows the ejection of hot air to the outside from the secondary conduit 26. The rear portion 48 forms a scoop for ejection of air from the part Central 46.
    [0009] The side, top and bottom walls of the central portion 46 define a chamber. The lower wall of the central portion 46 is provided with a passage 50 allowing fluid communication between the central portion 34 and the central portion 46. A gate 58 is placed across the passage 50.
    [0010] The cross section of the secondary conduit 26 is substantially constant from front to rear. The central portion 46 of the secondary duct is provided with deflectors 60 for generating turbulence in the flow of air flowing in the secondary duct 26. The deflectors 60 are carried by the upper wall of the central portion 46. The deflectors 60 protrude from the top wall to the grid 58. The deflectors 60 take the form of a rod, a plane or any other form likely to cause turbulence in the air flow captured by the front portion 44.
    [0011] Thus, the central portion 46 is designed to generate turbulence in the flow of air flowing in the secondary duct. These turbulences are capable of generating a depression at the passage 50, and therefore in the central portion 34 of the main conduit 24. Preferably, the depression created by the turbulence compensates for the loss of load in the main conduit caused by the tubes 14 to cool. The passage 50 between the main and secondary ducts allows a fraction of the air flow admitted into the main duct, to pass into the secondary duct and to be ejected through the rear orifice of the secondary duct. The increase in the depression in the central portion 34 of the main duct 24 further accelerates the air captured by the front portion 28. The secondary duct 26 thus makes it possible to improve the aeraulic of the main duct 24. The ventilation device 10 of FIG. cooling ensures safe cooling without the use of a fan or other moving or rotating mechanical part.
    [0012] The air cooling device advantageously exploits the Venturi effect to cool a condenser.
    权利要求:
    Claims (10)
    [0001]
    CLAIMS1.A ventilation device (10) for cooling an element (12) of a railway vehicle (1), the ventilation device (10) being intended to be placed on a roof (18) of said railway vehicle (1) and comprising a conduit (24), which extends substantially longitudinally with respect to the railway vehicle (1) and which comprises successively a front portion (32), provided with a front opening (28) for the admission of air, a central portion (34), in which is housed said element (12) to be cooled, and a rear portion (36), provided with a rear opening (30) for the evacuation of air, characterized in that a surface a cross section of the duct (24) evolves, from the front opening (28) to the rear opening (30), so as to generate an acceleration of the air flow in the duct (24) by Venturi effect.
    [0002]
    2. A ventilation device (10) according to claim 1, wherein the surface of the cross section of the central portion (34) is smaller than the cross sectional area of the front portion (32).
    [0003]
    3. A ventilation device (10) according to claim 2, wherein the surface of the cross section of the central portion (34) is smaller than the cross sectional area of the rear portion (36).
    [0004]
    4. A ventilation device (10) according to claims 1 to 3, wherein the front openings (28) and rear (30) are disposed substantially transversely to a longitudinal axis of the railway vehicle (1).
    [0005]
    5. A ventilation device (10) according to any one of the preceding claims, wherein said duct (24) being a main duct, the device further comprises a secondary duct (26) extending substantially parallel to the main duct (24), the secondary duct (26) having a front portion (44), provided with a front port (40) for the admission of air, a central portion (60), and a rear portion (48), provided with a rear port (42) for exhausting air, a surface of a cross section of the secondary duct (26) evolving from the front port (40) to the rear port (42) of the duct secondary, so as to generate disturbances likely to promote the acceleration of the air flow in the main conduit (24). 3029485 8
    [0006]
    6. A ventilation device (10) according to claim 5, wherein the secondary duct (26) and the main duct (24) are connected to each other by a passage (50) allowing a flow of air, the passage extending between the central portion (34) of the main duct and the central portion (46) of the secondary duct, the disturbances favoring the acceleration of the air flow in the central portion (34) of the main duct (24); ).
    [0007]
    7. A ventilation device (10) according to claim 5 or claim 6, wherein the central portion (46) of the secondary duct is provided with at least one deflector (60) suitable for generating turbulence in the air flow. circulating in the secondary conduit (26).
    [0008]
    8. A ventilation device (10) according to claim 7, wherein the baffle (60) is carried by an upper face of the central portion of the secondary duct (26) and projects into the central portion (46) of the secondary duct. 15
    [0009]
    9. A ventilation device (10) according to claim 8, wherein the deflector (60) is a rod or a plate.
    [0010]
    10. A railway vehicle (1) comprising an element to be cooled (12), characterized in that it comprises a cooling device (10) according to any one of the preceding claims, suitable for cooling said element to be cooled ( 12), the device (10) being fixed on a roof (18) of the vehicle so that an axis of the duct (24) extends substantially parallel to a longitudinal axis of the vehicle (1).
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    同族专利:
    公开号 | 公开日
    JP6609467B2|2019-11-20|
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    CN105667524B|2019-05-14|
    US9925990B2|2018-03-27|
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    引用文献:
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-10| PLSC| Publication of the preliminary search report|Effective date: 20160610 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 4 |
    2018-02-02| CA| Change of address|Effective date: 20180103 |
    2019-09-27| ST| Notification of lapse|Effective date: 20190906 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1461884A|FR3029485B1|2014-12-03|2014-12-03|AERAULIC COOLING DEVICE FOR A COMPONENT OF A RAILWAY VEHICLE AND CORRESPONDING RAILWAY VEHICLE|
    FR1461884|2014-12-03|FR1461884A| FR3029485B1|2014-12-03|2014-12-03|AERAULIC COOLING DEVICE FOR A COMPONENT OF A RAILWAY VEHICLE AND CORRESPONDING RAILWAY VEHICLE|
    EP15195236.3A| EP3031690B1|2014-12-03|2015-11-18|Air cooling device for a railway vehicle element and rail vehicle corresponding|
    ES15195236.3T| ES2644509T3|2014-12-03|2015-11-18|Air cooling device of an element of a railway vehicle and corresponding railway vehicle|
    CN201510868286.XA| CN105667524B|2014-12-03|2015-12-01|Cooling channel device and corresponding rail vehicle for rail vehicle element|
    JP2015235329A| JP6609467B2|2014-12-03|2015-12-02|Cooling aeroric device for railway vehicle elements and corresponding railway vehicle|
    US14/958,745| US9925990B2|2014-12-03|2015-12-03|Cooling aeraulics device for a rail vehicle element and corresponding rail vehicle|
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