• 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:
    In a vehicle (2) with a double roof (3) receiving an air flow on the top when the vehicle (2) is moving, a contour of the roof (3) can change to form if necessary a ridge of stall (10), a deformable segment (5) of the roof (3) has two stable states of deformation and it is possible to move from a first in a second of these two states of deformation to form the edge stalling outlet (10).
    公开号:FR3054195A1
    申请号:FR1756008
    申请日:2017-06-29
    公开日:2018-01-26
    发明作者:Anton Rudenko
    申请人:Deutsches Zentrum fuer Luft und Raumfahrt eV；
    IPC主号:
    专利说明:

    VEHICLE WITH A FLOW HANGING EDGE THAT CAN BE FORMED IF NECESSARY
    TECHNICAL AREA OF THE PRESENT INVENTION
    The present invention relates to a vehicle with a flysheet receiving an air flow on top when the vehicle is moving, a contour of the flysheet can change, to form if necessary a flow stall edge.
    The concept of flow dropout edge is also used, in the present application, in its abbreviated form of dropout edge which corresponds to the same concept.
    STATE OF THE ART
    Modern rail vehicles with a high profile, for example double-deck, and / or high-speed trains, are increasingly being manufactured in lightweight construction to reduce wheel load. The combination of high, light and fast factors results in increased sensitivity to side wind. A lateral component of the attack flow caused by a lateral wind induces a disadvantageous distribution of the pressure in the upper part of the vehicle as well as at the front of the vehicle. The resulting unilateral lift force and the associated roll torque can cause an unwanted discharge on one side of the vehicle. The maximum wheel discharge is however limited by operating standards and directives and forms part of the criteria for authorizing the circulation of railway vehicles.
    To reduce lateral sensitivity, in particular at the level of the locomotive head, it is known to use edges and / or grooves for stalling flow causing a stalling of flow from the lateral component of the attack flow. These devices, however, act on the air flow on the top of the vehicle even when the attack flow ratio is advantageous without side wind, which has negative repercussions, for example by inducing an increase in the resistance of the air and sound level.
    It is therefore interesting to be able to switch between the state of the rail vehicle with a flow dropout edge making it possible to reduce the sensitivity to lateral wind, knowing that this will result in increased noise emissions as well as increased resistance to the flow, and the condition of the railway vehicle with a higher sensitivity to the side wind, but a more reduced noise emission and a reduced flow resistance, respectively as a function of the attack flow ratio.
    A rail vehicle for high speeds of up to 300 km / h with flow stall edges which can be formed if necessary is described in a known manner in document DE 25 54 488 C3. The flow stall edges are provided at the level of the elements which can be deployed outside of a flysheet surrounded by air from the vehicle, perpendicular to its contour, or can be folded outwards by means of an articulated connection. The elements are provided on both sides of the vehicle, in particular on the two sides of the front of the locomotive, symmetrically to its longitudinal median plane. The elements are held in their retracted position by preloaded springs. These springs determine the threshold value at which the element is deployed and / or folded down as a function of the external pressure prevailing on the flysheet, to form the respective stall edge.
    The cost and maintenance of the known vehicle are very high due to the large number of construction elements present for the flow stall edge which can be formed if necessary. A transition with non-constant curvature between the connected flysheet and the element deployed to form the dropout edge also represents a source of resistance to flow and additional noise.
    Document EP 2 383 161 B1 discloses in a known manner a vehicle head for a rail vehicle for high speed traffic with reduced lateral sensitivity. The outline of a flysheet receiving an air flow over the top of the vehicle head is formed in the transverse direction relative to a longitudinal median plane to allow permanent formation of flow stall edges.
    OBJECTIVE OF THE PRESENT INVENTION
    The objective of the present invention is to form a vehicle with a flow stall edge which can be formed if necessary and having a particularly limited complexity of the measures to be taken to form the flow stall edge in the event of need, in order to minimize the manufacturing and maintenance costs of the vehicle.
    SOLUTION
    The object of the present invention is achieved by a vehicle with the features of independent claim 1. The dependent claims define the preferred embodiments of the vehicle according to the invention.
    DESCRIPTION OF THIS INVENTION
    In a vehicle according to the invention with a double roof receiving an air flow on the top when the vehicle is moving, with a contour of the double roof which can change to form, if necessary, a flow dropout edge, a segment deformable of the flysheet has two stable deformation states and can pass from a first to a second of these two deformation states, to form the flow stall edge. In other words, the vehicle according to the invention comprises a device integrated in its flysheet making it possible to form the flow dropout edge if necessary. A typically curved deformable segment of the flysheet of the vehicle is designed, in terms of rigidity, so that it has two stable deformation states. In one of the two deformation states, the part of the closed flysheet is formed without the flow dropout edge. In the other of its states of deformation, the deformable segment straightens, so as to emerge, with an end edge, beyond the continuously continuing contour of the connected segments of the flysheet and to form the edge of desired dropout. As a variant, the deformable segment returns to the other of its deformation states, so as to return, between its end edges, relative to the continuously continuing contour of the connected segments of the flysheet and thus to form the edge desired dropout. This concept makes it possible on the one hand, in the event of a stalling edge not being achieved, to reach an always curved contour of the contour of the flysheet with a correspondingly reduced resistance to flow and a reduced noise emission. On the other hand, the forces necessary to form the stall edge when necessary are kept to a minimum. In particular, no holding force or locking device is necessary for the deformation state in which the deformable segment forms the flow stalling edge when necessary, which considerably increases the operational safety of the vehicle. according to the invention.
    Concretely, the deformable segment of the flysheet can come out, to form the stall edge in the second deformation state, with its end edge out of a junction edge of a connected segment of the flysheet. In this case, a transition between the end edge and the junction edge can be covered with an elastic cover. This elastic cover prevents impurities from entering behind the deformable segment during the formation of the release edge in its second deformation state. This also makes it possible to avoid an increase in the resistance to the additional flow which is not necessary as well as a sound emission in the region situated behind the stall edge.
    The elastic cover can be attached to the connected segment of the flysheet from the end edge, some distance behind the end edge. The elastic cover must compensate for the distance over which the deformable segment of the flysheet emerges in the second deformation state with its end edge out of the end edge of the connected segment of the flysheet, and not only by extension. On the contrary, the elastic flysheet must also be aligned with respect to the region connected to the junction edge of the connected segment.
    The deformable segment can be fixed in a region extending in the direction of the length of the flow stalling edge at a supporting structure of the vehicle. The term “attachment” is understood here to mean the effective attachment of the corresponding region of the deformable element to the bearing structure. Since the deformable segment is deformable as a whole, this does not prevent the formation in case of need of the stall. On the contrary, the fixing of the deformable segment makes it possible to securely maintain the deformable segment in the region extending in the direction of the length of the flow stalling edge and in particular regardless of whether it is in its first or its second state of deformation, and thus independently of whether or not it currently forms the stall edge.
    Alternatively, the deformable segment is arranged so as to be able to pivot, at the level of the carrying structure of the vehicle, in two regions extending at a certain distance from each other in the direction of the length of the edge flow stall, about the pivot axes extending in the direction of the length of the flow stall edge. This ability to pivot • 5 can be achieved by means of hinges or articulations in several parts. Preferably, it is carried out through solid body joints.
    The deformable segment disposed at the level of the supporting structure so as to be able to pivot around two parallel pivot axes is in its two deformation states in the region between the two pivot axes, typically on different sides of a defined plane by the two pivot axes. In this case, the stalling edge can be produced by the deformable segment depressed or straightened between the pivot axes relative to the connected regions of the flysheet. The stalling edge can however be produced by an end edge with the help of which the deformable segment projects beyond one of the pivot axes. It is also possible to produce two release edges through two such end edges on each side of the two pivot axes.
    The deformable segment can for example be made from a fiber-reinforced composite material or from a shape memory material or from spring steel. When the deformable segment is produced from a shape memory material, it can thus also form a part of an actuator which can be excited to guide the deformable segment between its first and its second deformation state. It then suffices to add a heating device to integrate the actuator into the deformable segment. An integration of the actuator in the deformable segment can also also include, for example, a piezoelectric film. In principle, the actuator can comprise at least one of the following elements: a linear drive, a piezoelectric element, a shape memory alloy, an electromagnetic actuator, a pneumatic actuator, a hydraulic actuator or a CNT actuator.
    In principle, the deformable segment can however also be integrated in such a way in the flysheet of the vehicle according to the invention that the flow stalling edge produced by it causes a flow stall in the event of attack flow. transverse of the vehicle and that the deformable segment is transferred to its second deformation state by an underpressure caused in the event of transverse attack flow before the deformation of the flow stall edge at the flysheet. This transfer takes place automatically, without any actuator being necessary or having to be actuated. However, it is still necessary to take measures to transfer the deformable segment to bring it back to its first state of deformation.
    The vehicle according to the invention is in particular a high-speed rail vehicle, the stall edge being able to be formed at the level of a head of the high-speed rail vehicle. Flow stall edges according to the present invention can be typically formed at the head, on both sides of its longitudinal median plane.
    The present invention can however also be applied to all other vehicles which may need to form, if necessary only, a flow stall edge. Such a flow stall edge may also extend transversely to the longitudinal median plane of the respective vehicle.
    Advantageous improvements of the present invention appear from the claims, the description and the drawings. The advantages named in the description of characteristics and combinations of several characteristics are only given by way of example and can be achieved alternatively or in addition without the advantages necessarily having to be achieved by the embodiments according to the invention. Without this changing the subject of the appended claims, the following elements may be noted with respect to the disclosure of the original parts of the application and of the patent: additional characteristics appear from the drawings - in particular the illustrated geometries and the relative dimensions of several components between them as well as their relative arrangement and active connection. The combination of features of different embodiments of the present invention or features of different claims may also deviate from the references of the claims and is thus claimed. This also relates to the characteristics illustrated on separate drawings or described during their description. These features can also be combined with the features of different claims. The features mentioned in the claims for other embodiments of the present invention become obsolete.
    It will be understood that the number of characteristics mentioned in the claims and the description corresponds precisely to this number or to a greater number than said number, without the adverb "at least" having to be explicitly mentioned. So when, for example, we are talking about an element, we will understand that precisely one element, two or more elements are present. These characteristics may be supplemented by other characteristics or may be the only characteristics comprising the respective object.
    The references contained in the claims do not limit in any way the scope of the objects protected by the claims. They only serve to make the claims more comprehensible.
    BRIEF DESCRIPTION OF THE FIGURES
    The present invention will be explained and described in more detail below using the preferred embodiments illustrated in the figures.
    FIG. 1 illustrates a side view of a head of a high-speed rail vehicle serving as an example for a vehicle according to the invention.
    Figure 2 illustrates the head of the high speed rail vehicle according to Figure 1 in a front view.
    Figure 3 illustrates a perspective view of a detail of a first embodiment of the vehicle according to the invention and illustrates the formation in case of need of a flow stall edge.
    FIG. 4 illustrates a cross section made through the detail according to FIG. 3.
    Figure 5 illustrates a cross section corresponding to Figure 4 and made through a detail of a second embodiment of the vehicle according to the invention.
    FIG. 6 illustrates a section corresponding to FIGS. 4 and 5 and made through the third embodiment of the vehicle according to the invention; and
    Figure 7 illustrates a cross section corresponding to Figures 4 to 6 and made through a detail of a fourth embodiment of the vehicle according to the invention.
    DESCRIPTION OF THE FIGURES
    The high-speed rail vehicle 1 illustrated in FIGS. 1 and 2 is an example of a vehicle 2 in which it is desirable that in the event of a side wind, an outline of the flysheet 3 of the rail vehicle, covered with air when the vehicle 2 advance, can change so that in at least one of the regions 4 drawn, a flow stalling edge is produced in order to be able to unhook the transverse attack flow. This prevents the transverse attack flow leading to unwanted wheel discharge on one side of the vehicle 2. In the event of an advantageous attack flow of the rail vehicle only from the front, this flow stall edge however, is not necessary because it is associated with increased flow resistance and noise emission. In the vehicle 2 according to the invention, the outline of the flysheet 3 is therefore produced so as to allow the stall edge to be formed only when necessary. How this can be done in practice will be explained using the following figures.
    In the embodiment of the vehicle 2 according to the invention according to FIGS. 3 and 4, a segment 5 of the flysheet 3 is produced in a deformable manner in the region 4. Concretely, the deformable segment 5 comprises two stable deformation states. The outline of the outline of the flysheet 3 is shown in FIG. 4 with the dotted line 6 when the deformable segment 5 is in its first deformation state. There is then no stalling edge in region 4. The solid lines in FIG. 4 represent the deformable segment 5 in its second deformation state in which it emerges with an end edge 7 of an edge junction 8 of a connected segment 9 of the flysheet 3. The deformable segment 5 forms the stall edge 10 with this end edge 7 in its second deformation state. The deformable segment 5 is always connected to a segment 11, additional connected on the opposite side, of the flysheet 3, in its two deformation states. Concretely, the deformable segment 5 is rigidly disposed against a supporting structure 13 of the vehicle 2 in a region 12 delimiting the other connected segment 11. The two deformation states of the deformable segment 5 are stable, that is to say that the deformable segment 5 remains of itself in its respective deformation state as long as no greater external force is exerted on the deformable segment 5. In its second deformation state, the deformable segment 5 also remains under the influence of the aerodynamic forces exerted on the flysheet when the vehicle 2 is operating, that is to say also in the presence of lateral wind. and transverse attack flow resulting from the vehicle 2. An actuator 14 is provided here for passing the deformable segment 5 between its two deformation states. It can also be seen in FIGS. 3 and 4 that a transition between the end edge 7 of the deformable segment 5 with the connected segment 9 is reinforced by an elastic cover 15 fixed to the connected segment 9, starting from the end edge 7, in its region 16 on the side of the end edge 8.
    In the embodiment of the vehicle 2 according to the invention shown in FIG. 5, the deformable segment 5 of the flysheet 3 is fixed to the bearing structure 13 in a central region 12, between two end edges 7. In its second state of deformation represented by the solid lines, the deformable segment 5 thus forms two release edges 10 with its two end edges 7 projecting out of the junction edges 8 of the connected segments 9 and
    11.
    The deformable segment in the embodiment of the vehicle 2 according to the invention according to FIG. 6 also forms two stalling edges 10. The deformable segment 5 is however not rigidly attached here to the carrying structure of the vehicle 2. On the contrary, it is arranged in two articulations 17 so as to be able to pivot at the level of the bearing structure. The two articulations 17 define the pivot axes 18 extending parallel to one another and in the direction of the length of the end edges 7. The deformable segment 5 is in its two deformation states in the region between the two articulations 17 on different sides of a plane defined by the two pivot axes 18. FIG. 6 illustrates two actuators 14 making it possible to pass the deformable segment 5 between its two deformation states. In the embodiment illustrated in FIG. 6, it would be practical for only one of these two actuators to be necessary since this single actuator 14 would no longer need to act at segment 5 between the two articulations 14 because the segment 5 could only pass, due to its articulated positioning at the level of the supporting structure 13, entirely between these two states of deformation. In the embodiment according to FIG. 5, there may be other deformation states in which the deformable segment 5 forms only one of the two release edges 10. The actuator 14 according to FIG. 5 therefore intervenes from both sides of the region 12 in which the segment 5 is fixed to the supporting structure 13.
    The embodiment of the vehicle 2 according to FIG. 7 comprises a deformable segment 5 arranged, in the region of its two end edges 7, against the bearing structure 13, via solid-body joints 19. The end edges 7 Thus always coincide with the junction edges 8 of the connected segments 9 and 11 of the flysheet. The depressed deformable segment 5 illustrated in FIG. 7, however, still makes it possible to produce a flow dropout edge 10 in the region of each end edge 7, thereby producing a large gap between the outline of the flysheet 3 and the constant curve. represented by the dotted line 6. FIG. 7 further illustrates an actuator 14 integrated in the deformable segment 5, for example in the form of a piezoelectric element in the form of films or layers.
    LIST OF REFERENCES
    High speed rail vehicle
    Vehicle
    Flysheet
    Region
    Deformable segment
    Dotted line
    End edge
    Junction edge
    Related segment
    Flow stall edge
    Related segment
    Region
    Load-bearing structure
    actuator
    Elastic cover
    Region
    Joint
    Swivel axis
    Solid body joint
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. Vehicle (2) with a flysheet (3) receiving an air flow on top when the vehicle (2) moves, an outline of the flysheet (3) can change to form an edge if necessary flow stall (10), characterized in that a deformable segment (5) of the flysheet (3) has two stable deformation states and can pass from a first to a second of these two deformation states to form l flow stall edge (10).
    [2" id="c-fr-0002]
    2. Vehicle (2) according to claim 1, characterized in that the deformable segment (5) of the flysheet (3) comes out in the second deformation state with an end edge (7) out of a junction edge (8) of a connected segment (11) of the flysheet (3).
    [3" id="c-fr-0003]
    3. Vehicle (2) according to claim 2, characterized in that a transition is covered with an elastic cover (15) between the end edge (7) and the junction edge (8).
    [4" id="c-fr-0004]
    4. Vehicle (2) according to claim 3, characterized in that the elastic cover (15) is fixed to the connected segment (11) of the flysheet (3), from the end edge (7), to a certain distance behind the end edge (7).
    [5" id="c-fr-0005]
    5. Vehicle (2) according to any one of the preceding claims, characterized in that the deformable segment (5) is fixed to a supporting structure (13) of the vehicle (2) in a region (12) extending in the direction of the length of the flow dropout edge (10).
    [6" id="c-fr-0006]
    6. Vehicle (2) according to any one of claims 1 to 4, characterized in that the deformable segment (5) is disposed against a supporting structure (13) of the vehicle (2), in two regions (12) s' extending at a certain distance from each other in the direction of the length of the flow stalling edge (10), so as to be able to pivot around the pivot axes (18) extending in the direction the length of the flow dropout edge (10).
    [7" id="c-fr-0007]
    7. Vehicle (2) according to claim 6, characterized in that the deformable segment (5) is arranged at the bearing structure (13) via solid body joints (19).
    [8" id="c-fr-0008]
    8. Vehicle (2) according to claim 6 or 7, characterized in that the deformable segment (5) is in its two deformation states in the region between the two pivot axes (18) on different sides of a plane defined by the two pivot axes (18).
    [9" id="c-fr-0009]
    9. Vehicle (2) according to claim 6, 7 or 8, characterized in that the deformable segment (5) comes out with an end edge (7) beyond one of the two pivot axes (18).
    [10" id="c-fr-0010]
    10. Vehicle (2) according to any one of the preceding claims, characterized in that the deformable segment (5) is made from a fiber-reinforced composite material or from a shape memory material or from a spring steel.
    [11" id="c-fr-0011]
    11. Vehicle (2) according to any one of the preceding claims, characterized in that an actuator (14) is provided, this actuator being able to be excited to cause the deformable segment (5) to pass between its first and its second state of deformation.
    [12" id="c-fr-0012]
    12. Vehicle (2) according to claim 11, characterized in that the actuator (14) is integrated in the deformable segment (5).
    [13" id="c-fr-0013]
    13. Vehicle (2) according to any one of claims 11 and 12, characterized in that the actuator (14) comprises at least one of the following elements: a linear drive, a piezoelectric element, a shape memory alloy, an electromagnetic actuator, a pneumatic actuator, a hydraulic actuator or a CNT actuator.
    [14" id="c-fr-0014]
    14. Vehicle (2) according to any one of the preceding claims, characterized in that the flow stalling edge (10) causes a flow stall in the event of transverse attack flow from the vehicle (2) and in that the deformable segment (5) has passed into its second state of deformation by an underpressure occurring at the flysheet (3) in the event of transverse attack flow before the formation of the edge of flow stall (10).
    [15" id="c-fr-0015]
    15. Vehicle (2) according to any one of the preceding claims, characterized in that it is a high-speed rail vehicle (1), the flow stall edge (10) being able to be formed at a head of the high-speed rail vehicle (1).
    类似技术:
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    同族专利:
    公开号 | 公开日
    FR3054195B1|2019-10-25|
    DE102016113253A1|2018-01-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE2554488C3|1975-12-04|1979-04-19|Messerschmitt-Boelkow-Blohm Gmbh, 8000 Muenchen|Aerodynamic tear-off edges on a high-speed train|
    DE10102756B4|2001-01-23|2016-09-15|Volkswagen Ag|Air guiding device for a folding top of a motor vehicle|
    US6979050B2|2003-12-04|2005-12-27|General Motors Corporation|Airflow control devices based on active materials|
    ES2453047T5|2010-04-29|2017-07-24|Bombardier Transportation Gmbh|Vehicle head with reduced sensitivity to lateral wind|DE102018203002A1|2018-02-28|2019-08-29|Bayerische Motoren Werke Aktiengesellschaft|Device and method for adapting an outer skin of a vehicle|
    DE102018104567A1|2018-02-28|2019-08-29|Bayerische Motoren Werke Aktiengesellschaft|Device and method for moving the outer skin or an interior element of a vehicle|
    FR3092061B1|2019-01-29|2021-04-30|Sncf Mobilites|Air deflection system and end car of a vehicle comprising such an air deflection system|
    法律状态:
    2018-05-16| PLFP| Fee payment|Year of fee payment: 2 |
    2019-02-01| PLSC| Search report ready|Effective date: 20190201 |
    2019-05-22| PLFP| Fee payment|Year of fee payment: 3 |
    2020-05-20| PLFP| Fee payment|Year of fee payment: 4 |
    2021-05-20| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102016113253.5|2016-07-19|
    DE102016113253.5A|DE102016113253A1|2016-07-19|2016-07-19|Vehicle with an if necessary formable stall edge|
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