Vehicle having a cross-sectionally reduced portion

Abstract

The invention relates to a vehicle which has at least one cross-sectionally reduced portion (40). According to the invention, at least one air-guiding element (101, 102) is arranged in the cross-sectionally reduced portion (40) and extends outwards in the vehicle transverse direction and causes an airflow guidance of an airflow (L) that enters the cross-sectionally reduced portion (40) during travel, and does so in such a way that a part of the airflow (L) is guided from the inside back to the outside and at the same time is deflected obliquely downwards.

Description

[0001] Description

[0002] Vehicle with cross-section reduction section

[0003] The invention relates to vehicles having at least one cross-sectional reduction section. Cross-sectional reduction sections are typically provided in railway vehicles in the intercar areas between coupled cars.

[0004] The invention is based on the object of improving a vehicle of the type described with regard to the flow-technical design of the cross-sectional reduction section.

[0005] This object is achieved according to the invention by a vehicle having the features according to claim 1. Advantageous embodiments of the vehicle according to the invention are specified in the subclaims.

[0006] According to the invention, at least one air guiding element is arranged in the cross-section reduction section, which extends outwards along the transverse direction of the vehicle and guides the air flow that has entered the cross-section reduction section when the vehicle is moving, in such a way that part of the air flow is guided back from the inside to the outside and is deflected diagonally downwards.

[0007] The inventors discovered that vertical air currents can occur between coupled carriages of a multi-unit rail vehicle when in motion, sucking dust, dirt or sand upwards from the track bed. The contaminated air can reach the roof area and there contaminate air conditioning units, air supply slots and the like. The particle flow of sand and dust in the upper area of ​​the vehicle can also leave the area between the carriages and pass through the side wall in the area of ​​the side windows, which can lead to considerable abrasion in the upper area of ​​the sides and windows. The problem of soiling and abrasion is particularly relevant for modern local and long-distance trains that operate in desert regions.A significant advantage of the inventive design of the cross-sectional reduction section is that the inventive air guiding element - at least in its area of ​​influence - can achieve a segmentation of the cross-sectional reduction section, namely in such a way that an air flow which has entered the cross-sectional reduction section below the air guiding element is guided outwards and downwards again without being able to pass the air guiding element in the vertical direction, at least not to a relevant extent.Contaminated air therefore remains in the lower segment of the cross-section reduction section before being guided downwards and discharged to the outside, and can therefore neither reach the roof area and contaminate devices or air intake sections located there, nor cause abrasion on the adjacent side wall to any relevant extent. With regard to the latter reduction in abrasion, it should be mentioned that the beneficial effect of the air flow guidance not only ensures that dirty air no longer reaches the top, but also - even mainly - because particles on the side wall are guided into the intermediate car area and then carried away downwards; it is therefore vividly described that the dirty air is virtually sucked off the side wall and guided downwards, which significantly improves the situation downstream.

[0008] It is advantageous if the air guiding element is oriented obliquely downwards at least in its outer end region; with such a design the air flow is directed downwards particularly efficiently.

[0009] The air guiding element is preferably arranged at the front end of the cross-sectional reduction section, as viewed in the direction of travel. An air supply element is preferably arranged at the edge of the cross-sectional reduction section, the longitudinal direction of which runs vertically or at least predominantly vertically and the outer contour of which brings about a horizontal air flow supply into the cross-sectional reduction section when the vehicle is moving. The horizontal air flow supply brings about the said air flow in the cross-sectional reduction section or at least supports it. The air supply element and the air guiding element therefore preferably work together and together form a flow guiding pair.

[0010] The air guiding element and the air supply element are preferably arranged at the front end of the cross-section reduction section, as seen in the direction of travel.

[0011] The shape of the air supply element is preferably adapted to the contour of the vehicle in the side wall area, so that the longitudinal direction is generally not strictly vertical, but adapts to any curvatures of the side wall area.

[0012] In a preferred embodiment, it is provided that the air guiding element is arranged in terms of height in the central region between the upper end of the air supply element and the lower end of the air supply element and segments the cross-sectional reduction section into an upper flow section with an upward flow direction of the air flow and into a lower flow section with a downward flow direction of the air flow.

[0013] Alternatively, the air guide element can be arranged in the region of the upper end of the air supply element or above it. In the latter embodiment, the air supply element extends vertically, preferably up to the center of the cross-section reduction section.

[0014] The vehicle preferably comprises two carriages that are coupled together to form an intermediate carriage region. The intermediate carriage region preferably forms the cross-section reduction section. The air guiding element is preferably arranged on an end face of one of the carriages facing the intermediate carriage region. The air supply element is preferably formed by the shape of a side wall section of the same carriage that is adjacent to the intermediate carriage region.

[0015] With regard to the arrangement of the air guide element and the air supply element, it is considered advantageous if the air guide element and the air supply element are arranged at the front of the two vehicles - viewed in the direction of travel - and together form a front flow guide pair. When arranged at the front, the air guide element and the air supply element interact advantageously in such a way that the portion of the air flow supplied horizontally by the air supply element below the air guide element is guided outwards by the air guide element with a horizontally outward directional component and a vertically downward directional component.

[0016] At least two air guiding elements are preferably arranged on at least one of the two coupled vehicles, preferably on the vehicle at the front in the direction of travel, the air guiding elements being spatially separated from one another by the vehicle's central longitudinal axis. Each of the air guiding elements is preferably assigned an air supply element. In the latter embodiment, the described air guidance advantageously occurs on each of the two sides of the vehicle, at least in the forward direction of travel, due to the interaction of air guiding elements and assigned air supply elements.

[0017] It is considered particularly advantageous if each of the two coupled carriages each has a first air guiding element and a first air supply element interacting with the first air guiding element (i.e. a first flow guiding pair), as well as a second air guiding element and a second air supply element interacting with the second air guiding element (i.e. a second flow guiding pair), wherein the first air guiding element and the first air supply element are separated from the second air guiding element and the second air supply element by the middle of the vehicle, in particular by a walkable carriage transition area located in the middle of the vehicle. In the latter embodiment, the described air guidance occurs advantageously on each of the two sides of the vehicle, regardless of the direction of travel, due to the interaction of air guiding elements and associated air supply elements.

[0018] If the vehicle comprises more than two coupled carriages, cross-sectional reduction sections can be present in each of the intermediate carriage areas. In such a case, it is advantageous if each of the cross-sectional reduction sections is equipped with one or more air guiding elements and preferably also with one or more associated air supply elements, i.e., with one or more flow guiding pairs.

[0019] The air guiding element(s) are preferably trough-shaped.

[0020] The air guide element(s) are preferably each formed from a sheet metal part that has been bent several times. Alternatively, the air guide elements can also be rounded parts, deep-drawn parts, or extruded parts.

[0021] The air guiding element(s) are preferably each mounted on a carriage front side facing the intermediate carriage area and are preferably held there by at least one holding element which is mounted on the upper side of the respective air guiding element and fastened above the air guiding element on the carriage front side.

[0022] The air supply element preferably has a curved outer contour, viewed in cross-section from above, which is curved inwards towards the cross-sectional reduction section (i.e., in the transverse direction of the vehicle). The curvature causes a horizontal, stall-free deflection of the air stream into the cross-sectional reduction section. An optimal curvature of the air supply element with regard to a stall-free deflection of the air stream can be determined by computer simulations that take the vehicle's maximum speed into account.

[0023] The air supply element is preferably formed by an inwardly curved outer skin area of ​​the vehicle.

[0024] It is advantageous if the air supply element is an extruded profile part, which preferably forms a body end part. Such an extruded profile part can, for example, be attached to the front end of the associated vehicle and define, or at least help define, the exterior of the vehicle's skin in the cross-sectional reduction section.

[0025] Alternatively, the air supply element can be a bent, for example deep-drawn, sheet metal that is integrally connected to the side wall or is formed as a separate part on the side wall or is attached to the front of the associated carriage.

[0026] The vehicle is preferably a local or long-distance rail vehicle; alternatively, however, it may also be another type of vehicle. For example, the vehicle may be a truck with a trailer, a car with a trailer, or a train of coupled trucks.

[0027] The invention is explained in more detail below using exemplary embodiments; by way of example,

[0028] Figure 1 shows components of an exemplary embodiment of a rail vehicle according to the invention in a schematic cross-section viewed from above, Fig. 2-3 shows an advantageous embodiment of guide and air supply elements in three-dimensional representations,

[0029] Fig. 4-6 in three-dimensional representations a second advantageous embodiment of the air supply elements,

[0030] Figure 7 shows a third advantageous embodiment of the air supply elements, and

[0031] Figure 8 Components of a further embodiment of a rail vehicle according to the invention, again viewed in a schematic cross section from above.

[0032] For the sake of clarity, the same reference symbols are used in the figures for identical or comparable components.

[0033] Figure 1 shows a schematic cross-sectional view from above of a front carriage 10, viewed in the forward direction of travel F, to which a rear carriage 20 is coupled. The two carriages 10 and 20 form components of a rail vehicle 30 (not shown in detail), which may be, for example, a local or long-distance train.

[0034] Figure 1 shows that the rail vehicle 30 has a reduced cross-section in the intermediate carriage area between the two carriages 10 and 20; the intermediate carriage area thus forms a cross-section reduction area 40 of the rail vehicle 30.

[0035] A first air guide element 101 and a second air guide element 102 are attached to the rear end 11 of the front carriage 10, as seen in the forward direction of travel F. Spatially, the two air guide elements 101 and 102 are located on different sides of a walkable transition area 50 that connects the two carriages 10 and 20. The walkable transition area 50 is spatially delimited, for example, by a bellows 51.

[0036] The first air guide element 101 is assigned a first air supply element 201, which is arranged on the right-hand side (bottom in Figure 1) of the cross-sectional reduction section 40, as seen in the forward direction of travel F. The longitudinal direction of the first air supply element 201 runs vertically (perpendicular to the plane of the page in Figure 1) or at least - apart from certain curvatures with a view to adapting to the contour of the vehicle's outer skin - largely vertically.

[0037] The second air guide element 102 is assigned a second air supply element 202, which is arranged on the left side (top in Figure 1) of the cross-section reduction section 40, as viewed in the forward direction of travel F. The longitudinal direction of the second air supply element 202 also runs vertically or—apart from certain curvatures with a view to adapting to the contour of the vehicle's outer skin—at least largely vertically.

[0038] The air supply elements 201 and 202 can be formed directly by a corresponding shaping of the side walls of the front vehicle 10. Alternatively, the air supply elements 201 and 202 can be formed by body end parts that are attached, for example, screwed, to the front side 11 of the vehicle 10.

[0039] The function of the two air guide elements 101 and 102 and the two air supply elements 201 and 202 will be explained below using the first air guide element 101 and the first air supply element 201 as examples; the following explanations apply accordingly to the second air guide element 102 and the second air supply element 202.

[0040] The function of the first air supply element 201 is to cause a horizontal air flow supply into the cross-section reduction section 40 when driving, whereby an air flow L is caused in the cross-section reduction region 40. The air flow L is shown in Figure 1 with a solid line in those sections in which it is essentially horizontally oriented.

[0041] Under the influence of the front end face 21 of the rear carriage 20, the air flow L is directed in the direction of the end face 11 of the front carriage 19; the portion of the air flow L located spatially below the air guiding element 101 passes through the deflection into the sphere of influence of the air guiding element 101, which extends outwards - viewed from the center of the vehicle along the vehicle transverse direction - and effects an air flow guidance of the air flow L, specifically in such a way that a portion of the air flow is guided again from the inside to the outside and is deflected obliquely downwards; in the sections in which the air flow L has a downward vertical directional component, the air flow L is shown in Figure 1 with a dotted line.

[0042] In other words, the first air guide element 101 and the first air supply element 201 interact when traveling along the forward direction of travel F in such a way that the portion of the air flow L supplied horizontally by the air supply element 201 below the air guide element 101 is directed outwards by the first air guide element 101 with a horizontally outwardly directed directional component and a vertically downwardly directed directional component.

[0043] The horizontal air flow supply—caused by the first air supply element 201—thus generates the air flow that the associated air guide element 101 can deflect downwards. The air supply element 201 and the air guide element 101 thus work together and together form a flow guide pair. In terms of height, the first air guide element 101 can be arranged in the central region between the upper end 201a (cf. Figure 2) of the first air supply element 201 and the lower end 201b (cf. Figure 2) of the first air supply element 201; Alternatively, the first air guide element 101 can be arranged in the region of the upper end of the first air supply element 201 or above it, for example if the air supply elements 201 and 202 do not extend to the roof, but in terms of height, for example, only to the middle of the vehicle.In all the cases mentioned, it is possible to segment the cross-sectional reduction section 40 in terms of flow into an upper flow section with an upward or horizontal flow direction of the air flow L and into a lower flow section with an outward and downward flow direction of the air flow L.

[0044] Figure 2 shows a particularly advantageous embodiment of the two air guide elements 101 and 102 and the two air supply elements 201 and 202 in a three-dimensional view obliquely from the side in greater detail. It can be seen that the two air guide elements 101 and 102 are preferably channel-shaped and can be screwed to the rear end face 11 of the front carriage 10 by means of retaining elements 110.

[0045] In the embodiment according to Figure 2, the two air supply elements 201 and 202 are formed by extruded profile parts which are attached, for example, to the front side 11.

[0046] The deflection of the air flow L already explained in Figure 1 is also sketched in Figure 2 by means of a curve.

[0047] Figure 3 shows the embodiment according to Figure 2 again from a different angle. Figures 4 to 6 show, using the example of the second air supply element 202, a second advantageous embodiment of the two air supply elements 201 and 202. In this embodiment, the two air supply elements 201 and 202 are formed by bent metal sheets which are attached to the end face 11 of the carriage 10 by means of (e.g. bent and riveted) holding elements 220. Otherwise, the above explanations in connection with Figures 1 to 3 apply accordingly to the embodiment according to Figures 4 to 6.

[0048] Depending on the vehicle contour, the lateral air supply elements 201 and 202 can also be arranged slightly offset from the vertical plane and possibly also be curved. In this context, Figure 7 shows a further advantageous embodiment of the two air supply elements 201 and 202. In this embodiment, the two air supply elements 201 and 202 are formed by inwardly offset, bent metal sheets that are held on the front side 11 of the vehicle 10.

[0049] Furthermore, the above explanations in connection with Figures 1 to 6 apply accordingly to the embodiment according to Figure 7.

[0050] Figure 8 shows a schematic cross-sectional view of an embodiment in which the rear carriage 20 of the rail vehicle 30, as seen in the forward direction of travel F, is also equipped on its front end face 21 with air guide elements 103 and 104 and air supply elements 203 and 204. The air guide elements 103 and 104 and the air supply elements 203 and 204 make it possible to achieve the described air guidance even when the rail vehicle 30 is operated opposite to the forward direction of travel F shown in Figures 1 to 8, i.e. in the reverse direction of travel R; in other words, the air flow guidance in the embodiment according to Figure 8 is independent of the direction of travel. Otherwise, the above explanations in connection with Figures 1 to 7 apply accordingly to the embodiment according to Figure 8.Finally, it should be mentioned that the features of all the embodiments described above can be combined with one another in any desired manner in order to form further other embodiments of the invention.

[0051] All features of subclaims can also be combined individually with each of the subordinate claims, either individually or in any combination with one or other subclaims, in order to obtain further embodiments.

Claims

Patent claims 1. Vehicle with at least one cross-sectional reduction section (40), characterized in that at least one air guiding element (101, 102) is arranged in the cross-sectional reduction section (40), which extends outwards along the vehicle transverse direction and effects an air flow guidance of an air flow (L) which has entered the cross-sectional reduction section (40) when driving, in such a way that a part of the air flow (L) is guided again from the inside to the outside and is deflected obliquely downwards.

2. Vehicle according to claim 1, characterized in that the air guiding element (101, 102) at least in its outer End area is oriented diagonally downwards.

3. Vehicle according to one of the preceding claims, characterized in that - at the edge of the cross-sectional reduction section (40) Air supply element (201, 202) is arranged, the longitudinal direction of which runs vertically or at least predominantly vertically and the outer contour of which causes a horizontal air flow supply into the cross-sectional reduction section (40) when driving, - wherein the horizontal air flow supply causes or at least supports said air flow (L).

4. Vehicle according to claim 3, characterized in that the air guiding element (101, 102) is arranged in the central region between the upper end of the air supply element (201, 202) and the lower end of the air supply element (201, 202) and divides the cross-sectional reduction section (40) into an upper flow section with an upward flow direction of the air flow (L) and into a lower Flow section segmented with downward flow direction of the air flow (L).

5. Vehicle according to claim 3, characterized in that the air guiding element (101, 102) is arranged in the region of the upper end of the air supply element (201, 202) or above it and segments the cross-sectional reduction section (40) into an upper flow section with an upward or horizontally directed flow direction of the air flow (L) and into a lower flow section with a downward directed flow direction of the air flow (L).

6. Vehicle according to one of the preceding claims, characterized in that - the vehicle comprises two carriages (10, 20) which are coupled together to form an intermediate carriage area, - the intermediate carriage area forms the cross-sectional reduction section (40) and - the air guiding element (101, 102) is arranged on an end face (11) of one of the carriages (10) facing the intermediate carriage region and the air supply element (201, 202) is formed by the shape of a side wall section of the same carriage adjacent to the intermediate carriage region.

7. Vehicle according to claim 6, characterized in that the air guiding element (101, 102) and the air supply element (201, 202) interact when traveling along a direction of travel in which the car (10) equipped with the air guiding element (101, 102) and the air supply element (201, 202) is at the front, such that the portion of the air flow supplied horizontally by the air supply element (201, 202) below the air guiding element (101, 102) is guided outwards by the air guiding element (101, 102) with a horizontally outwardly directed directional component and a vertically downwardly directed directional component.

8. Vehicle according to one of the preceding claims 6 to 7, characterized in that at least two air guiding elements (101, 102) are arranged spaced apart from one another on at least one of the two coupled carriages (10), wherein the air guiding elements (101, 102) are spatially separated from one another by the vehicle center axis.

9. Vehicle according to one of the preceding claims 6 to 7, characterized in that - each of the two coupled carriages (10, 20) has a first air guiding element (101, 103) and a first air supply element (201, 203) cooperating with the first air guiding element (101, 103) as well as a second air guiding element (102, 104) and a second air supply element (202, 204) cooperating with the second air guiding element (102, 104), - wherein the first air guiding elements (101, 103) and the first air supply elements (201, 203) are separated from the second air guiding elements (102, 104) and the second air supply elements (202, 204) by the vehicle center, in particular by a walkable vehicle transition area located in the vehicle center.

10. Vehicle according to one of the preceding claims, characterized in that the air guiding element(s) (101-104) are groove-shaped.

11. Vehicle according to one of the preceding claims, characterized in that the air guiding element(s) (101-104) are each formed by a sheet metal part bent several times.

12. Vehicle according to one of the preceding claims 6 to 11, characterized in that the air guiding element(s) (101-104) are each arranged on a front side (11, 21) of the vehicle facing the intermediate vehicle area. and are held there by at least one holding element (110) which is attached to the upper side of the respective air guiding element (101-104) and is fastened above the air guiding element (101-104) to the front side of the carriage.

13. Vehicle according to one of the preceding claims, characterized in that the air supply element (201-204) - viewed in cross-section from above - has a curved outer contour which is curved inwards in the direction of the cross-sectional reduction section (40) and, due to the curvature, causes a horizontal, flow-free deflection of the airstream into the cross-sectional reduction section (40).

14. Vehicle according to one of the preceding claims, characterized in that the air supply element (201-204) is formed by an inwardly curved outer skin region of the vehicle.

15. Vehicle according to one of the preceding claims, characterized in that the air supply element (201-204) is formed by an extruded profile part or a sheet metal part.

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