Rail vehicle

Abstract

The invention relates to a rail vehicle (1) with at least one cooling system (10) for an assembly (4) located in an underfloor region (2), wherein: the at least one cooling system (10) has at least one entry opening (12) for fresh air that is used as the cooling air; and the at least one entry opening (12) is located above the underfloor region (2) and is connected to the underfloor region (2) via a ventilation channel (6), and the entry opening (12) is integrated into an outer skin (8) of the rail vehicle (1).

Description

[0001] Description

[0002] Rail vehicle

[0003] The present invention relates to a rail vehicle with at least one cooling arrangement for an assembly arranged in the underfloor area, wherein the at least one cooling arrangement has at least one inlet opening for fresh air used as cooling air, and wherein the at least one inlet opening is arranged above the underfloor area and is connected to the underfloor area via a ventilation duct.

[0004] For example, in multiple units, the intake of cooling air can largely occur underfloor. If this is the case, it means that the intake cooling air flows very close to the ground and may be contaminated with sand, dust, but also snow and ice.

[0005] If, for example, operation is desired in a desert-like environment, the air conditions for the cooling units are heavily influenced by the amount of sand / dust on the track and / or in the air stirred up by the wind. Studies have shown that with just a few mm of dust on the track, the dust concentration for underfloor units, particularly at the rear of the train, can reach values ​​that are significantly higher than the limit values ​​in the standard. A standard used for military purposes contains much lower values ​​because a multiple unit, for example, that is 200 m long stirs up a lot of sand / dust and a large proportion of it is constantly traveling in this dust swirl.

[0006] The resulting technical problem primarily involves three aspects. First, there is greatly increased abrasion and wear, which reduces the service life of the components. Second, filters and cooling grilles become clogged, resulting in reduced heat dissipation, which creates the risk of overheating. Furthermore, sand or dust can accumulate in dead-water areas and corners, increasing the weight load.

[0007] In the past, various concepts have been used to solve these problems.

[0008] On the one hand, a locomotive-hauled train was used with an air intake in the roof area. If such a locomotive always runs at the front – i.e., in pull mode – this ensures clean air that is not polluted by its own dust being stirred up. If the intake is in the roof area and additional filters are used, operation with the locomotive running at the rear – i.e., push mode – is also possible. However, this still results in the disadvantages listed above.

[0009] Furthermore, even with low levels of sand / dust, the resulting problems can be resolved with minor measures. For example, the underfloor pans were fitted with rubber seals and centrifugal sediment separators for filtration.

[0010] Furthermore, concepts are known, for example from EP 2 318 251 B1, in which the underfloor pan can be closed and cooling air is drawn in from the roof area with the help of supporting fans in the ventilation duct, which are intended to compensate for the additional pressure loss. In this case, the cooling air is drawn in through inlet openings located above the outer skin of the car and can absorb the cooling air like an air scoop. EP 2 318 251 B1 thus shows a rail vehicle of this type.

[0011] Proceeding from this, the object of the invention is to create a rail vehicle which reliably supplies components in the underfloor area with clean cooling air at low cost. This object is achieved by the features of claim 1. Advantageous embodiments and further developments are the subject of the dependent claims. According to the invention, a rail vehicle is provided with at least one cooling arrangement for an assembly arranged in the underfloor area. The at least one cooling arrangement has at least one inlet opening for fresh air used as cooling air, wherein the at least one inlet opening is arranged above the underfloor area and is connected to the underfloor area via a ventilation duct. The inlet opening is arranged in an outer skin of the rail vehicle.

[0012] The inlet opening is designed for the airstream-induced supply of fresh air into the ventilation duct. The inlet opening is a passive, optimized air intake for fresh air. Fresh air refers to the air surrounding the rail vehicle. Intake downstream of an exhaust outlet should be avoided, as otherwise the air would be preheated on its way to the assembly, which is disadvantageous.

[0013] The ventilation duct opens into the underfloor area and supplies this and the assembly located in the underfloor area with cooling air.

[0014] The assembly may be an electrical unit, such as a power supply block, a power converter or a transformer, or more precisely, cooling units of the affected devices.

[0015] Furthermore, it can be provided that the ventilation duct is designed without a fan. This means that there is no auxiliary fan in the ventilation duct to help transport the cooling air to the assembly within the ventilation duct. The assembly, on the other hand, can have one or more fans that are assigned to the assembly and are mainly responsible for supplying air when the assembly is at a standstill. However, these fans assigned to the assembly are not fans that are arranged in the ventilation duct. The difference compared to known solutions / products is the use of a passive, optimized inlet opening, and the main focus is on avoiding sand / dust in the air inlet of the assembly, in particular of a cooling device for the assembly. This can be advantageous, especially in combination with a sandy environment, because fan impellers can wear out quickly due to sand in the air.

[0016] In this way, even existing train concepts can be supplied with clean cooling air at moderate expense.

[0017] Furthermore, in the design of the rail vehicle it can be provided that the at least one inlet opening is arranged in the roof area and / or side wall area of ​​the rail vehicle.

[0018] By arranging the at least one inlet opening in the roof area and / or in the side area, a configuration of the arrangement of the at least one inlet opening is specified, which is provided above the underfloor area. Arranging the inlet opening in the roof area is particularly advantageous, since in this way the inlet opening is particularly far from the ground and thus very little sand, dust, or other particles are taken in. In this case, intake positions in the center of the roof in a vehicle width direction of the rail vehicle have proven particularly advantageous with regard to a low sand / dust concentration.

[0019] In a further development of the rail vehicle, it can be provided that the at least one inlet opening is arranged flush with the surface in the outer skin of the rail vehicle.

[0020] The surface-flush inlet opening thus leads to lower air resistance compared to known solutions while at the same time increasing efficiency.

[0021] The pressure loss in the duct system is overcompensated by the flush-mounted inlet opening, ensuring a reliable supply of cooling air. This allows for the supply of clean outside air to the underfloor area of ​​existing train concepts or rail vehicles at moderate cost.

[0022] The flush-mounted inlet opening enables optimized supply of fresh air into the ventilation duct. The airflow can be less turbulent than with inlet openings such as air scoops, resulting in a more even and laminar flow in the ventilation duct.

[0023] Alternatively, the inlet opening may also be a non-flush inlet opening such as a protruding inlet.

[0024] Furthermore, the rail vehicle can provide that the at least one surface-flush inlet opening is designed as a panel, in particular as a NACA panel or NACA inlet.

[0025] The NACA aperture / NACA inlet design enables optimized intake without the need for fans. Any pressure loss in the ventilation duct is more than compensated for by the NACA aperture / NACA inlet.

[0026] The NACA aperture / NACA inlet enables optimized intake without the need for fans.

[0027] The pressure loss in the ventilation duct is overcompensated with the help of the NACA orifice / NACA inlet and the diagrams shown in the figure description allow a preliminary design of the necessary NACA geometry (size and number).

[0028] Outside air flows in through the surfaces of the NACA aperture. The cross-sectional area A_NACA of the NACA inlet is crucial and must be dimensioned as described in the following example. Due to the efficient effect of the NACA aperture, the high total pressure of the outside air (total pressure, outside = density / 2 * train speed A2) very well utilized and channeled via the ventilation duct into the underfloor area, particularly into the interior of the floor pan. The total pressure is divided into a dynamic pressure component, which is directly determined by the volume flow drawn in, and the static pressure component. Both together add up to the total pressure. From this relationship it is also possible to estimate how large the duct must be (neglecting losses). The cooling devices require volume flow and the draft speed determines the total pressure. From this it is possible to estimate how large the duct must be so that sufficient static pressure component remains.

[0029] The term NACA aperture / NACA inlet, as used herein, refers to a streamlined air aperture / a streamlined air inlet in the outer skin of vehicles. This aperture is arranged flush with the surface of the rail vehicle's outer skin and, viewed from above, is essentially V-shaped, with the sides of the V forming a curved line.

[0030] The angled edges of the NACA aperture / NACA inlet create air vortices that displace the slow boundary layer flow. Therefore, it can be designed to be small for a given airflow and only slightly increases the aerodynamic drag of the rail vehicle. The NACA aperture / NACA inlet is a specific shape of inlet opening arranged flush with the surface of the outer skin. The NACA aperture or NACA inlet was developed by the National Advisory Committee for Aeronautics (NACA) - the predecessor organization of NASA - for the intake air of jet engines.

[0031] In a further development of the rail vehicle, it can be provided that the at least one inlet opening has a flow channel that expands from a front region of the at least one inlet opening in the direction of travel to a rear region of the at least one inlet opening in the direction of travel. This improves the supply of fresh air into the ventilation duct, wherein the air flow can be less turbulent than with known inlet openings that narrow, thus creating a more uniform and laminar flow in the ventilation duct.

[0032] Due to the directionality of the inlet opening, particularly in the NACA aperture / NACA inlet configuration, and the fact that rail vehicles operate in both directions, the inlet opening can be made independent of the direction of travel. Some configurations are described below.

[0033] Rotating plate variant. The blue platform is mounted on a rotating base so that the NACA inlet (green) is always correctly aligned. The axis of rotation is the duct (red, not shown here), so that it does not have to be rotated. The interface is therefore the rigid red duct with the rotated inlet (green). The fin (purple) should be positioned as far back as possible.

[0034] In the design of the rail vehicle, it can be provided that the cooling arrangement has at least one rotating device.

[0035] This allows parts of the cooling system to be aligned to match the direction of travel of the rail vehicle. These parts of the cooling system include, in particular, the inlet openings.

[0036] Furthermore, it can be provided that the inlet opening is arranged on the at least one rotating device, so that the inlet opening can be aligned in the direction of travel.

[0037] This ensures that the flow is at the optimal angle of attack.

[0038] The rotating device can, for example, be a turntable that can be aligned around its own axis. Alignment in the direction of travel means that the front section of the inlet opening is positioned in front of the rear section in the direction of travel. In the case of the NACA aperture, the front section is narrower than the rear section, so the NACA aperture becomes wider from front to rear.

[0039] Furthermore, it can be provided that the rotating device for aligning the inlet opening in the direction of travel is motor-driven.

[0040] This creates an alignment of the rotating device including the inlet opening that is independent of the airstream.

[0041] In a further development of the rail vehicle, it can further be provided that the rotating device has a fin which is arranged behind the inlet opening, wherein the fin is designed such that the rotating device together with the inlet opening is aligned in the direction of travel by the air flow during travel.

[0042] The fin provides an aerodynamic element designed to automatically align the rotating device and the inlet opening in the direction of travel using the airflow. Compared to a motor-driven version, there are fewer components, resulting in a simpler and lighter construction.

[0043] In a preferred embodiment of the rail vehicle, it can further be provided that the cooling arrangement has two inlet openings which are arranged one behind the other and in opposite directions in the direction of travel and are jointly connected to the ventilation duct.

[0044] This provides a design that does not require a turntable, as one of the two inlet openings is always aligned in the direction of travel. This arrangement offers the great advantage that when the rail vehicle is stationary, air can flow through both inlet openings, meaning that the module's fan can reliably draw in fresh air even when stationary. Furthermore, in a further development of the rail vehicle, provision can be made for the ventilation duct to branch out in a Y-shape, and for a closing element to be arranged in the region of the branch, which is designed to close one of the two inlet openings of the ventilation duct depending on the direction of travel and the associated air flow.

[0045] The branched side of the Y-shaped ventilation duct is assigned to the inlet openings and the unbranched side of the duct extends towards the underfloor area of ​​the rail vehicle.

[0046] The closure element can be self-acting and can be, for example, a lip or flap. This enables a directional flow.

[0047] For example, a PU lip can be suspended in the center of the ventilation duct, closing one or the other depending on the direction. The contact point between the PU lip and the ventilation duct can also be coated with PU on the duct side to optimize aeroacoustics. This arrangement offers the significant advantage that both ducts are used in the stationary condition, which was identified as critical above, because the lip then remains centered.

[0048] A floor pan can also be provided in the underfloor area to seal it off from the outside, so that no dust can penetrate into the floor pan from the outside. However, there can also be no floor pan at all, or the floor pan can be unsealed. If the overpressure in the floor pan created by the flush-mounted inlet opening is high enough, it can be assumed that there will be only a few gap flows into the interior of the floor pan, so that dust ingress is minimal. But in principle, sealing is more advantageous than an unsealed floor pan.

[0049] The invention will now be explained using exemplary embodiments with reference to the drawings. They show:

[0050] Fig. 1 shows a schematic sectional view of a rail vehicle according to the invention according to a first embodiment;

[0051] Fig. 2 shows a schematic perspective view of the rail vehicle according to the invention of the first embodiment;

[0052] Fig. 3 shows a schematic perspective enlarged view of a portion of Fig. 2 of the rail vehicle according to the invention of the first embodiment;

[0053] Fig. 4 shows a schematic sectional view of a ventilation duct with inlet openings of a rail vehicle according to the invention according to a second embodiment;

[0054] Fig. 5 is a diagram showing the pressure at the inlet of the cooling device of the assembly as a function of the volume flow;

[0055] Fig. 6 is a diagram showing the pressure coefficient at the inlet of the cooling device of the assembly as a function of the ratio of the intake air velocity in the NACA aperture / the NACA inlet to the outside air velocity (v_NACA / v_train);

[0056] Fig. 7 shows a schematic perspective view of the ventilation duct with inlet openings of the rail vehicle according to the invention according to the second embodiment, as already shown in Fig. 4;

[0057] Fig. 8 shows a schematic perspective view of a rail vehicle according to the invention according to a third embodiment; and

[0058] Fig. 9 shows a schematic sectional view of a ventilation duct with inlet openings of the rail vehicle according to the invention according to the third embodiment, as shown in Fig. 8.

[0059] Fig. 1 shows a schematic sectional view of a rail vehicle 1 according to the invention according to a first embodiment.

[0060] The rail vehicle 1 shown in Fig. 1 is a multiple unit train. However, the rail vehicle 1 can alternatively be a rail vehicle 1 with a power car or a locomotive.

[0061] The rail vehicle 1 has at least one cooling arrangement 10 for an assembly 4 arranged in the underfloor area 2.

[0062] The underfloor area 2 is arranged below the actual car body 3, as shown in Fig. 2. The assemblies 4 are located between the bogies 5, as shown in Fig. 1. Alternatively, however, assemblies 4 can also be arranged in the area of ​​the bogies 5.

[0063] The at least one cooling arrangement 10 has at least one inlet opening 12 for fresh air used as cooling air.

[0064] The at least one inlet opening 12 is arranged above the underfloor area 2 and is connected to the underfloor area 2 via a ventilation duct 6.

[0065] The inlet opening 12 is arranged in an outer skin 8 of the rail vehicle 1.

[0066] Preferably, the at least one inlet opening is arranged flush with the surface in the outer skin 8 of the rail vehicle 1, as can be seen in Fig. 1.

[0067] The outer skin 8 is formed - as shown in Fig. 1 - for example by the outer wall of the rail vehicle 1 and can be formed from cladding parts.

[0068] As shown in Fig. 1, the at least one inlet opening 12 is arranged in the roof area 8.1 of the rail vehicle 1. As can be seen from Fig. 1, the ventilation duct 6 is designed without a fan. This means that there is no supporting fan arranged in the ventilation duct 6 to support the conveyance of cooling air to assembly 4 within the ventilation duct 6. The ventilation duct 6 extends, as can be seen in Fig. 1, from the roof area 8.1 to the underfloor area 4 of the rail vehicle 1.

[0069] There are no further elements arranged inside the ventilation duct 6 which could impede the flow through the ventilation duct 6 .

[0070] The assembly 4 can, for example, be an electrical unit, such as a power supply unit, a power converter, or a transformer, or more precisely, cooling units of the affected devices, and can have one or more fans. However, these fans assigned to the assembly 4 are not fans formed in the ventilation duct 6, but are encompassed by the assembly 4 in the underfloor area 2.

[0071] In one embodiment, Fig. 1 shows the front area of ​​a rail vehicle 1. In this area, according to Fig. 1, two cooling assemblies 10 are formed. Each of the cooling assemblies 10 comprises a separate ventilation duct 6 with at least one inlet opening 12 and supplies one or more separate assemblies 4 in the underfloor area 2 with fresh air used as cooling air. The cooling assemblies 10 are arranged one behind the other. Even if only two cooling assemblies 10 are shown, the rail vehicle 1 according to the invention can also have more than two cooling assemblies 10. The cooling assemblies 10 can be arranged not only in the front area of ​​a rail vehicle 1, but also in the rear area and in the areas in between.

[0072] Fig. 2 shows a schematic perspective view of the rail vehicle 1 according to the invention of the first embodiment. As shown in Fig. 2, the at least one inlet opening 12 is arranged in the roof area 8.1. Alternatively or additionally, it can also be arranged in the side wall area 8.2 of the rail vehicle 1 (not shown).

[0073] Figure 2 clearly shows that the inlet openings are arranged centrally in the roof area along the vehicle's width. The inlet openings are arranged one behind the other as shown in Figure 2 and are each assigned to a separate cooling arrangement 10.

[0074] The one inlet openings 12 according to Fig. 2 are arranged one behind the other and in the same direction in the direction of travel V and are each connected to a separate ventilation duct 6.

[0075] The driving air flow Q flows to at least one inlet opening 12.

[0076] Furthermore, it is clearly visible that the front area of ​​the rail vehicle 1 is shown, which includes the cooling arrangements 10.

[0077] Fig. 3 shows a schematic perspective enlarged view of a portion of Fig. 2 of the rail vehicle 1 according to the invention of the first embodiment.

[0078] As can be clearly seen from the enlarged view of Fig. 3, the at least one, preferably surface-flush, inlet opening 12 is designed as a diaphragm.

[0079] The at least one inlet opening 12 has a flow channel 14 (see also Fig. 1) which enlarges from a front region 12.1 of the at least one inlet opening 12 in the direction of travel V to a rear region 12.2 of the at least one inlet opening 12 in the direction of travel V.

[0080] The aperture shown in Fig. 3 is designed as a NACA aperture. In the case of the NACA aperture, the front area 12.1 is narrower than the rear area 12.2, so that the NACA aperture becomes wider from front to back.

[0081] The NACA aperture is essentially V-shaped or triangular, with the legs of the V extending from the front area 12.1 to the rear area 12.2 being curved or rounded.

[0082] The NACA aperture is essentially divided into two areas, namely an open area formed by the inlet opening 12 and a covered area 13 extending behind the inlet opening 12. In the installed state (see Fig. 3), the covered area of ​​the NACA aperture is arranged flush with the surface of the outer skin 8, in particular in the roof area 8.1 of the outer skin 8. The flow channel 14 begins in the front area 12.1 of the inlet opening 12 and extends into the covered area 13, where it opens into the ventilation duct 6.

[0083] Fig. 4 shows a schematic sectional view of a cooling arrangement 10 with a ventilation duct 6 with inlet openings 12 of a rail vehicle 1 according to the invention according to a second embodiment. The second embodiment is based on the first embodiment, the differences between the second embodiment and the first embodiment being described below.

[0084] The cooling arrangement 10 has two inlet openings 12, which are arranged one behind the other and in opposite directions in the direction of travel V and are jointly connected to the ventilation duct 6. Furthermore, the air flow Q during forward travel of the rail vehicle 1 is shown. A common covered area 13' extends between the oppositely arranged inlet openings 12.

[0085] The ventilation duct 6 branches out in a Y-shape, and in the area of ​​the branch 7 there is a closure member 9, such as a lip or flap, which is designed to automatically close one of the two inlet openings 12 of the ventilation duct 6 depending on the direction of travel F and the associated air flow Q. The air flow Q can flow in through one of the two inlet openings 12. If the rail vehicle 1 is stationary and there is no air flow Q, the closure member 9 is in a central position M.

[0086] As can be seen in Fig. 4, the closing element 9 is fastened centrally in the ventilation duct 6 at the covered area 13'. In the case of a lip, this can be a PU lip which closes one or the other inlet opening 12 depending on the direction of travel V. The contact point between the PU lip and the ventilation duct 6 is also coated with PU on the duct side in order to optimize the aeroacoustics. This arrangement offers the great advantage that in the stationary case, which has been identified as critical, both inlet openings can be used because the lip then remains in the center.

[0087] Fig. 5 shows a diagram showing the pressure at the inlet of the cooling device of assembly 4 as a function of the volume flow.

[0088] As shown in Fig. 1 to 3, the inlet opening 12 is located in the area of ​​clean outside air, usually in the upper roof area 8.1, since the concentration of dirt particles decreases towards the top. In one embodiment, the inlet opening is a NACA aperture or NACA inlet, which is characterized by low air resistance and simultaneously high efficiency. The number and size of the NACA apertures or NACA inlets depends on the corresponding design. In the following, the principle of the invention is first described using a NACA aperture / NACA inlet, as shown, for example, in Figs. 1 to 3 and in more detail in the first exemplary embodiment.

[0089] From a fluid mechanics perspective, the cooling arrangement 10 of the rail vehicle 1 functions as follows: Outside air flows in through the surfaces of the NACA aperture / NACA inlet. The cross-sectional area A_NACA of the NACA aperture / NACA inlet (cf. Fig. 3) is crucial. Due to the efficient effect of the NACA aperture / NACA inlet, the high total pressure of the outside air (total pressure, outside = density / 2 * train speed A 2) is very effectively utilized and channeled into a floor pan via the duct system. The total pressure is divided into the dynamic pressure component, which is directly determined by the volume flow drawn in, and the static pressure component. The two together add up to the total pressure.

[0090] This principle is shown for a specific case in Fig. 5. A cooling unit in an assembly draws in different volume flows through a NACA orifice / NACA inlet. For the driving situation it is clearly visible that the static pressure component in the inlet (of the cooling unit) - i.e. at the end of the ventilation duct 6 - always remains positive. This positive pressure reduces the ingress of sand and dust (in case the floor pan is leaking) and is also very beneficial for the cooling units because it promotes airflow and relieves the load on the cooling unit. This support is the direct result of utilising the outside flow, which has a high total pressure. When the vehicle is stationary no outside flow can be utilised so that the static pressure values ​​are considerably lower. This case is not critical for the sand and dust load because the train does not stir anything up. However, the cooling units are subjected to considerably more stress in terms of back pressure.Due to this circumstance, the standstill case is also the design case for the fans of the cooling units. Losses due to the NACA aperture / the NACA inlet and the duct routing of the ventilation duct 6 scale quadratically with the velocity / volume flow and are reflected in the quadratically decreasing pressure in the inlet (see line NACA_dyn for increasing volume flow in Fig. 5). In this case, care must be taken in the design to ensure that the fan of the cooling unit can overcome this pressure. A more general description of the operating principle is shown in Fig. 6. The intake flow is divided into the components dynamic (corresponds to the intake volume flow), static (corresponds to the back pressure that must be overcome by the fan) and the sum: total. These components are plotted as the ratio of the intake air velocity to the outside air velocity (v_NACA / v_train).If we consider the limiting case where v_NACA / v_train becomes very small, i.e. where, for example, little cooling air is required or the train is traveling very fast, the static component (line NACA_stat) that can be used to support the cooling fans in assembly group 4 is very high. In such cases, it would be conceivable to switch off the cooling fans. This saves energy. Based on the actual duct and underfloor geometry, around 30% results that can be used by the external airflow. Significantly larger values ​​are also conceivable. Due to the real underfloor situation, as v_NACA / v_train increases, more and more pressure is required in the dynamic component, so the static component decreases accordingly. Just before the value v_NACA / v_train=l the static pressure is finally negative, which is physically explained by the fact that now a higher speed must be sucked away by the cross-sectional area A_NACA than is imposed from outside.As a result, the inlet pressure becomes negative. Due to pressure losses in the inlet and the channel, this transition does not occur exactly at 1.

[0091] It is important for the design that the number and size of the NACA inlets / NACA orifices are configured so that, using the attached relationships, the pressure in the inlet is suitable for the cooling unit. Therefore, the driving speed, exhaust flow rate, and backpressure must be adjusted to each other, and A_NACA must be appropriately large. The NACA orifice / NACA inlet can be scaled and / or multiple inlets can be used.

[0092] Fig. 7 shows a schematic perspective view of the ventilation duct 6 with the inlet openings 12 of the rail vehicle 1 according to the invention according to the second embodiment, as already shown in Fig. 4.

[0093] According to Fig. 7, the cooling device 10 is essentially shown, with all other elements of the rail vehicle 1 not being shown.

[0094] The ventilation duct 6 has a substantially rectangular cross-section and extends vertically downwards from the inlet openings 12.

[0095] Fig. 8 shows a schematic perspective view of a rail vehicle 1 according to the invention according to a third embodiment. The third embodiment is based on the first embodiment, and the differences between the third embodiment and the first embodiment are described below.

[0096] According to the third embodiment shown in Fig. 8, the cooling arrangement 10 has at least one rotating device 16 and the inlet opening 12 is arranged on the at least one rotating device 16, so that the inlet opening 12 can be aligned in the direction of travel V.

[0097] The rotating device 16 has a fin 18 which is arranged behind the inlet opening 12, wherein the fin 18 is designed such that the rotating device 16 together with the inlet opening 12 is aligned in the direction of travel V by the air flow Q when driving.

[0098] The fin 18 is arranged both behind the rear area 12 . 2 of the inlet opening 12 . 2 and behind the covered area 13 .

[0099] The rotating device 16 is arranged essentially horizontally and can be rotated about an axis essentially perpendicular to the roof area 8. 1 of the rail vehicle 1. A rotation axis of the rotating device 16 is arranged essentially vertically. Fig. 9 shows a schematic sectional view of a ventilation duct 6 with inlet openings 12 of the rail vehicle 1 according to the invention according to the third embodiment, as shown in Fig. 8. Fig. 9, like Fig. 8, shows the cooling device 10 of the third embodiment, wherein essentially only the cooling device 10 is shown and the rest of the rail vehicle 1 is not shown.

[0100] The ventilation duct 6 has a substantially rectangular cross-section and extends vertically downward from the inlet opening 12. Corresponding elements are arranged below the ventilation duct, which allow the cooling device 10 to be positioned rotated by 180 degrees and allow the ventilation duct 6 to be connected to the 180-degree position. These elements can, for example, be in the form of a second rotating device arranged below the ventilation duct 6.

Claims

Patent claims 1. Rail vehicle (1) with at least one cooling arrangement (10) for an assembly (4) arranged in the underfloor area (2), wherein the at least one cooling arrangement (10) has at least one inlet opening (12) for fresh air used as cooling air, and wherein the at least one inlet opening (12) is arranged above the underfloor area (2) and is connected to the underfloor area (2) via a ventilation duct (6), characterized in that the inlet opening (12) is arranged in an outer skin (8) of the rail vehicle (1).

2. Rail vehicle (1) according to claim 1, characterized in that the ventilation duct (6) is designed without a fan.

3. Rail vehicle (1) according to claim 1 or 2, characterized in that the at least one inlet opening (12) is arranged in the roof area (8.1) and / or side wall area (8.2) of the rail vehicle (1).

4. Rail vehicle (1) according to one of claims 1 to 3, characterized in that the at least one inlet opening is arranged flush with the surface in the outer skin (8) of the rail vehicle (1).

5. Rail vehicle (1) according to one of claims 4, characterized in that the at least one surface-flush inlet opening (12) is designed as a cover, in particular as a NACA cover. Rail vehicle according to one of claims 1 to 5, characterized in that the at least one inlet opening (12) has a flow channel (14) which increases in size from a front region (12.1) of the at least one inlet opening (12) in the direction of travel (V) to a rear region (12.2) of the at least one inlet opening (12) in the direction of travel (V). Rail vehicle according to one of claims 1 to 6, characterized in that the cooling arrangement (10) has at least one rotating device (16) and the inlet opening (12) is arranged on the at least one rotating device (16) such that the inlet opening (12) can be aligned in the direction of travel (V). Rail vehicle according to claim 7, characterized in that the rotating device (16) is motor-driven for aligning the inlet opening (12) in the direction of travel (V).Rail vehicle according to claim 7 or 8, characterized in that the rotating device (16) has a fin (18) arranged behind the inlet opening (12), the fin (18) being designed such that the rotating device (16) together with the inlet opening (12) is aligned in the direction of travel (V) by a travel air flow (Q). Rail vehicle according to one of claims 1 to 6, characterized in that the cooling arrangement (10) has two inlet openings (12) which are arranged one behind the other and in opposite directions in the direction of travel (V) and are jointly connected to the ventilation duct (6). Rail vehicle according to claim 10, characterized in that the ventilation duct (6) branches in a Y-shape and in the region of the branch (7) a closure member (9), in particular a lip or flap, is arranged, which is designed to close one of the two inlet openings (12) of the ventilation duct (6) depending on the direction of travel (F) and the associated travel air flow (Q).

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