Track-guided passenger transport vehicle

Abstract

The invention relates to a track-guided vehicle 1 for passenger transport, comprising at least one vehicle head 10, preferably two vehicle heads 10, wherein the at least one vehicle head 10 has a front surface 100 with a front curvature FW and at least one, preferably circumferential, flow separation edge SK, DK, UK.

Description

[0001] The invention relates to a track-guided vehicle for passenger transport, comprising at least one vehicle head, preferably two vehicle heads.

[0002] Due to the significantly lower speed range compared to track-guided vehicles in the high-speed sector, aerodynamically sound optimization measures for track-guided vehicles in the commuter sector have so far received less attention. Given the growing importance of global resource conservation, energy-saving measures are becoming increasingly important.

[0003] Approaches to improving crosswind stability are already known from document EP 3 383 721 B1. These relate to a high-speed train.

[0004] Likewise, in the past, vehicle heads for commuter vehicles were primarily optimized for forward travel and less for the trailing vehicle head.

[0005] Based on this, the object of the invention is to provide a track-guided vehicle for passenger transport which has a vehicle head with improved aerodynamics.

[0006] This object is achieved by a track-guided passenger transport vehicle of claim 1.

[0007] Advantageous embodiments and further developments are the subject of the respective subclaims.

[0008] According to the invention, a track-guided vehicle for passenger transport is provided, comprising at least one vehicle head, preferably two vehicle heads. The at least one vehicle head has a front surface with a front curvature and at least one, preferably circumferential, flow separation edge.

[0009] This ensures that both the leading and trailing vehicle heads provide improved aerodynamics, thereby reducing the driving resistance of the entire vehicle.

[0010] In particular, the flow separation edge is designed in such a way that a clean separation of the surrounding air is ensured in the trailing vehicle head, thereby achieving lower air resistance at the trailing vehicle head.

[0011] The inventive front curvature of the front surface reduces the air resistance at the front of the vehicle.

[0012] Furthermore, the susceptibility to crosswinds is reduced due to the frontal curvature of the front surface.

[0013] According to the invention, a track-guided vehicle is thus provided with a vehicle head that is optimized for both forward and backward operation, or in other words, for both forward and reverse travel.

[0014] Preferably, the front surface is a single front surface per vehicle head.

[0015] Vehicles suitable for passenger transport are specifically adapted to passenger transport.

[0016] According to the invention, a solution is thus provided which allows the aerodynamic optimization of a bidirectional vehicle, such as commuter vehicles in the rail vehicle sector, to be realized.

[0017] Put simply, the aim is to design the shape of the front of such a track-guided vehicle in such a way that, at the given speed profile, it performs just as well aerodynamically as the front of the vehicle as it does as the rear of the vehicle.

[0018] The stall edge is formed by providing a pronounced, sharp edge radius. Such edge radii have not previously been used to specifically create a stall edge on the front surface of a vehicle's nose.

[0019] The inventors have recognized that in this way, low driving resistance with low negative pressures at the rear of the vehicle can be achieved without seriously worsening the same at the front of the vehicle.

[0020] This results in a driving resistance that performs well both at the end of the vehicle and at the front of the vehicle, thus resulting in a clearly noticeable energy saving.

[0021] In the design of the track-guided vehicle, it can be provided that the front curvature of the front surface has a curve radius of 1 m to 4 m, preferably of 1.5 m to 3.5 m, in particular 2 m to 3 m.

[0022] This ensures particularly good crosswind stability for the leading and / or trailing vehicle heads. Furthermore, driving resistance is significantly reduced.

[0023] In an advantageous development of the track-guided vehicle, it can be provided that the front surface has a cylindrical front curvature, which preferably has a substantially constant front curvature along the front surface.

[0024] The front surface is curved around a single axis.

[0025] This creates a uniform visual appearance that is both attractive and easy to clean.

[0026] Furthermore, the formation of a cylindrical front curvature results in reduced air resistance.

[0027] In the design of the track-guided vehicle, it can be provided that the front surface has an angle of inclination, preferably from 20° to 40°, further preferably from 25° to 35°, in particular from 30°.

[0028] This ensures that the vehicle has particularly low aerodynamic drag. A frontal surface with a tilt angle allows for low aerodynamic drag, especially at the leading edge.

[0029] It is particularly advantageous if the angle of inclination of the front surface is between 20° and 40°, preferably between 25° and 35°, especially between 30°. Within this range, low air resistance is achieved, while at the same time, little interior volume is lost, so that the inclined front surface does not negatively affect the capacity of the track-guided vehicle.

[0030] Conventional vehicles with an aerodynamically optimized front end typically have areas that are not intended for the passenger or driver and serve solely to improve aerodynamics. However, this resulted in a portion of the overall vehicle length being lost and left unused for the interior. The invention reduces this unused portion while simultaneously providing an aerodynamically optimized front end.

[0031] Furthermore, the appropriate angle of inclination ensures that the air flowing around the vehicle causes minimal flow losses at the leading vehicle head and, at the same time, a clean separation of the flow is achieved at the trailing vehicle head.

[0032] In an advantageous embodiment, it can be provided that the flow separation edge of the front surface has a roof edge that delimits the front surface from a roof wall.

[0033] This creates a flow separation edge between the front surface and the roof wall, which ensures that the air flow developing along the vehicle roof breaks off at the flow separation edge and thus at the end of the vehicle.

[0034] In an advantageous development of the track-guided vehicle, it can be provided that the flow separation edge of the front surface has a side edge delimiting the front surface from a side wall.

[0035] This ensures that a flow separation edge is provided between the front surface and the side wall, which ensures that the air flow developing along the side of the vehicle breaks off at the flow separation edge and thus at the end of the vehicle.

[0036] In the design of the track-guided vehicle, it can be provided that the flow separation edge of the front surface has a lower edge that delimits the front surface from an underfloor.

[0037] This ensures that a flow separation edge is provided between the front surface and the underfloor, which ensures that the air flow developing along the vehicle breaks off at the flow separation edge and thus at the end of the vehicle.

[0038] In an advantageous development of the track-guided vehicle, it can be provided that the side edge, the lower edge and / or the roof edge have an edge radius of 5 mm to 100 mm, preferably 25 mm to 75 mm, further preferably 40 mm to 60 mm, in particular 50 mm.

[0039] This specifies an edge radius that achieves a reliable flow separation edge at the achievable speeds.

[0040] In the design of the track-guided vehicle, it can be provided that the track-guided vehicle has a length of 150 m to 250 m, preferably 175 m to 225 m, further preferably 190 m to 210 m, in particular 195 m to 205 m. It can also be provided that a track-guided vehicle in double traction has a length of up to 400 m. The track-guided vehicle can also be a locomotive.

[0041] This specifies a vehicle length that allows the desired effect to be achieved with the selected parameters of front curvature and edge radius. The vehicle length influences the flow at the trailing vehicle head. The vehicle length can then be adjusted using a suitable edge radius.

[0042] In an advantageous development of the track-guided vehicle, it can be provided that the front surface comprises a windscreen, at least one headlight, a travel indicator, at least one cladding element, at least one panel and / or at least one air opening.

[0043] This makes it possible for various of the above-mentioned functional elements, such as a windscreen, at least one headlight, a travel indicator, at least one cladding element, at least one panel and / or at least one air opening to be integrated into the front surface.

[0044] In the design of the track-guided vehicle, it can be provided that the at least one vehicle head has at least one first underfloor area extending below the front surface, which has an aerodynamically adapted buffer cladding.

[0045] This ensures that the air resistance of the vehicle head is reduced both in the leading and trailing operation.

[0046] In an advantageous development of the track-guided vehicle, it can be provided that the vehicle has a central fuselage section and a transition region which is arranged in the vehicle longitudinal direction between the vehicle head and the central fuselage section.

[0047] This ensures that a zone is formed between the center fuselage section and the vehicle head that is specifically adapted to the transition between the vehicle head and the center fuselage section. This allows for correspondingly advantageous aerodynamic designs.

[0048] In the design of the track-guided vehicle, it can be provided that the transition area has a roof area that slopes down from the central fuselage section to the vehicle head.

[0049] This results in an aerodynamically advantageous design of the transition area.

[0050] In an advantageous development of the track-guided vehicle, it can be provided that the transition region has a side region which tapers inwards from the central fuselage section to the vehicle head, towards a vehicle center axis.

[0051] This results in an aerodynamically advantageous design of the transition area.

[0052] In an embodiment of the track-guided vehicle, it can be provided that the transition region has a second underfloor region which is arranged below the side region, wherein the second underfloor region has a constricted region which, compared to the side region located above, tapers inwards from the central fuselage section to the vehicle head, to a vehicle center axis.

[0053] This results in an aerodynamically advantageous design of the transition area.

[0054] In an advantageous development of the track-guided vehicle, it can be provided that the track-guided vehicle has a maximum speed of 160 km / h, preferably 180 km / h, and is preferably a rail vehicle, furthermore preferably an S-Bahn, a commuter train or a regional train.

[0055] Until now, such speeds were rather uncommon in the area of commuter trains, computer trains, or regional trains. However, the invention provides a track-guided vehicle capable of achieving such high top speeds without significant aerodynamic disadvantages or compromises in capacity or interior design.

[0056] In the design of the track-guided vehicle, it can be provided that the front surface forms more than 50%, preferably more than 65%, further preferably more than 75% of a front surface of the at least one vehicle head.

[0057] This ensures that a large portion of the frontal surface is designed as a frontal surface, which is aerodynamically optimized. This reduces air resistance across a large portion of the frontal surface.

[0058] The frontal area of the vehicle head is the entire area that is exposed to the flow of air when the track-guided vehicle is moving, and the frontal area is a part of the frontal area.

[0059] The invention will now be explained using an embodiment with reference to the drawings.

[0060] It shows: Fig. 1 is a schematic perspective view of a track-guided vehicle according to the invention; Fig. 2 is a schematic perspective view of the track-guided vehicle according to the invention according to Fig. 1 ; Fig. 3 a schematic perspective view of the track-guided vehicle according to the invention according to Fig. 1 and 2 ; Fig. 4 a schematic plan view of the track-guided vehicle according to the invention according to Fig. 1 to 3 ; and Fig. 5 a schematic side view of the track-guided vehicle according to the invention according to Fig. 1 to 4 .

[0061] Fig. 1shows a schematic perspective view of a track-guided vehicle 1 for passenger transport according to the invention.

[0062] The track-guided vehicle 1 has a maximum speed of less than 160 km / h and is preferably a rail vehicle, furthermore preferably an S-Bahn, a commuter train or a regional train.

[0063] As from the Fig. 1 As can be seen, the track-guided vehicle for passenger transport comprises at least one vehicle head 10. Preferably, two vehicle heads 10 are formed, which, however, are not shown in the figures.

[0064] The at least one vehicle head 10 has a front surface 100 with a front curvature Fw and at least one flow separation edge SK, DK, UK. The flow separation edge SK, DK, UK is preferably designed to be circumferential.

[0065] The front surface 100 has a cylindrical front curvature Fw. The front curvature Fw is essentially constant, i.e., consistent, along the front surface 100.

[0066] The front surface 100 has an inclination angle α which is best Fig.5 can be seen.

[0067] The track-guided vehicle has two side walls 200 and a roof wall 300.

[0068] The flow separation edge SK, DK, UK of the front surface 100 has one, preferably two, side edges SK delimiting the front surface 100 to a side wall 200.

[0069] The side edge SK is straight. Depending on the design, the side edge SK can also be cambered.

[0070] The flow separation edge SK, DK, UK of the front surface 100 has a roof edge DK that delimits the front surface 100 from a roof wall 300.

[0071] The roof edge DK is rounded, preferably partially circular.

[0072] The flow separation edge SK, DK, UK of the front surface 100 has a lower edge UK which delimits the front surface 100 to an underfloor 400, 32.

[0073] The lower edge of the UK is rounded, preferably partially circular.

[0074] The radius of curvature of the roof edge DK is preferably smaller than the radius of curvature of the lower edges UK.

[0075] The side edge SK, the roof edge DK and / or the lower edge UK have an edge radius R of 5 mm to 100 mm, preferably 25 mm to 75 mm, further preferably 40 mm to 60 mm, in particular 50 mm.

[0076] The track-guided vehicle has a vehicle length in the vehicle longitudinal direction L of 150 to 250 m, preferably 175 to 225 m, further preferably 190 m to 210 m, in particular 195 m to 205 m.

[0077] Fig. 2 shows a schematic perspective view of the track-guided vehicle 1 according to the invention according to Fig. 1 .

[0078] The at least one vehicle head 10 has at least one first underfloor region 400 extending below the front surface 100, which has an aerodynamically adapted buffer cladding 410.

[0079] As in the Fig. 2 As indicated, the vehicle 1 has a central fuselage section 30 and a transition region 20, which is arranged in the vehicle longitudinal direction L between the vehicle head 10 and the central fuselage section 30. Part of the vehicle head length and the transition region 20 can overlap.

[0080] The transition area 20 has a roof area 34 which slopes down from the central fuselage section 30 towards the vehicle head 10.

[0081] The transition area 20 has a side area 36 which extends from the central fuselage section 30 to the vehicle head 10 (see also Fig. 4 ).

[0082] The transition region 30 has a second underfloor region 32 which is arranged below the side region 36, wherein the second underfloor region 32 has a constricted region 33 which extends from the central fuselage section 30 to the vehicle head 10, opposite the overlying side region 36.

[0083] The front surface 100 forms more than 50%, preferably more than 65%, further preferably more than 75% of an end surface A of the at least one vehicle head 10.

[0084] Fig. 3 shows a schematic perspective view of the track-guided vehicle 1 according to the invention according to Fig. 1 and 2 .

[0085] As from the Fig. 3 As can be seen, the front surface 100 comprises a windscreen 110, at least one headlight 120, a destination display 130, at least one cladding element 140, at least one panel 150 and / or at least one air opening 160.

[0086] Fig. 4 shows a schematic plan view of the track-guided vehicle 1 according to the invention according to Fig. 1 to 3 .

[0087] As can be seen from the Fig. 1 to 4 As can be seen, the side region 36 tapers inwards from the central fuselage section 30 towards the vehicle head 10 to a vehicle center axis M.

[0088] As can be seen from the Fig. 1 to 4 As can also be seen, the second underfloor area 32 has a constricted area 33 which, compared to the overlying side area 36, tapers inwards from the central fuselage section 30 to the vehicle head 10, to a vehicle center axis M.

[0089] The Fig. 4 The front curvature Fw of the front surface 100, marked as such, has a curve radius RF of 1m to 4m, preferably of 1.5m to 3.5m, in particular 2m to 3m.

[0090] Fig. 5 a schematic side view of the track-guided vehicle according to the invention according to Fig. 1 and 4 .

[0091] The front surface 100 has an inclination angle α. The inclination angle α, best Fig.5 to be recognized, preferably has an angle of 20° to 40°, further preferably of 25° to 35°, in particular of 30°.

[0092] The above disclosure applies equally to a rail-guided vehicle for passenger transport, in particular a rail vehicle, as well as to a vehicle head for such a vehicle. Likewise, the above disclosure may also refer to an individual car body of a rail-guided vehicle if it has a vehicle head.

[0093] Finally, it should be noted that the features of all the above-described embodiments can be combined with each other in any desired manner to form further alternative embodiments of the invention. Furthermore, all features of subclaims can be combined individually with any feature of any other claim, either individually or in any desired combination, to obtain further alternative embodiments.

[0094] Although the invention has been illustrated and described in detail by means of an embodiment, the invention is not limited by the disclosed examples and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

[0095] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

Claims

1. A track-guided vehicle (1) for passenger transport, comprising at least one vehicle head (10), preferably two vehicle heads (10), characterized in that the at least one vehicle head (10) has a front surface (100) with a front curvature (Fw) and at least one, preferably circumferential, flow separation edge (SK, DK, UK).

2. Track-guided vehicle (1) according to claim 1, characterized in that the front curvature (Fw) of the front surface (100) has a curve radius (R F ) from 1m to 4m, preferably from 1.5m to 3.5m, in particular 2m to 3m.

3. Track-guided vehicle according to one of claims 1 or 2, characterized in that the front surface (100) has a cylindrical front curvature (Fw), which preferably has a substantially constant front curvature (Fw) along the front surface (100).

4. Track-guided vehicle (1) according to claims 1 to 3, characterized in thatthe front surface (100) has an angle of inclination (α), preferably from 20° to 40°, further preferably from 25° to 35°, in particular from 30°.

5. Track-guided vehicle (1) according to claims 1 to 4, characterized in that the flow separation edge (SK, DK, UK) of the front surface (100) has a side edge (SK) delimiting the front surface (100) from a side wall (200).

6. Track-guided vehicle (1) according to claims 1 to 5, characterized in that the flow separation edge (SK, DK, UK) of the front surface (100) has a roof edge (DK) delimiting the front surface (100) from a roof wall (300).

7. Track-guided vehicle (1) according to claims 1 to 6, characterized in that the flow separation edge (SK, DK, UK) of the front surface (100) has a lower edge (UK) delimiting the front surface (100) from an underfloor (400, 32).

8. Track-guided vehicle (1) according to claim 5 to 7, characterized in thatthe side edge (SK), the roof edge (DK) and / or the lower edge (UK) has an edge radius (R) of 5 mm to 100 mm, preferably 25 mm to 75 mm, further preferably 40 mm to 60 mm, in particular 50 mm.

9. Track-guided vehicle (1) according to one of claims 1 to 8, characterized in that a vehicle length of 150 to 250m, preferably 175 to 225m, further preferably 190m to 210m, in particular 195m to 205m.

10. Track-guided vehicle (1) according to one of claims 1 to 9, characterized in that the at least one vehicle head (10) has at least one first underfloor region (400) extending below the front surface (100) and having an aerodynamically adapted buffer cladding (410).

11. Track-guided vehicle (1) according to one of claims 1 to 10, characterized by thatthe vehicle (1) has a central fuselage section (30) and a transition region (20) which is arranged in the vehicle longitudinal direction (L) between the vehicle head (10) and the central fuselage section (30).

12. Track-guided vehicle (1) according to claim 11, characterized in that the transition region (20) has a roof region (34) which slopes down from the central fuselage section (30) towards the vehicle head (10).

13. Track-guided vehicle (1) according to one of claims 11 or 12, characterized in that the transition region (20) has a side region (36) which tapers inwards from the central fuselage section (30) to the vehicle head (10) towards a vehicle center axis (M).

14. Track-guided vehicle (1) according to one of claims 11 to 13, characterized in thatthe transition region (30) has a second underfloor region (32) which is arranged below the side region (36), wherein the second underfloor region (32) has a constricted region (33) which, compared to the overlying side region (36), tapers inwards from the central fuselage section (30) to the vehicle head (10) towards a vehicle center axis (M).

15. Track-guided vehicle (1) according to one of claims 1 to 14, characterized in that the track-guided vehicle (1) has a maximum speed of less than 160 km / h and is preferably a rail vehicle, furthermore preferably an S-Bahn, a commuter train or a regional train.

16. Track-guided vehicle (1) according to one of claims 1 to 15, characterized in that the front surface (100) forms more than 50%, preferably more than 65%, further preferably more than 75% of an end surface (A) of the at least one vehicle head (10).

17. Track-guided vehicle (1) according to one of claims 1 to 16, characterized in that the front surface (100) comprises a windscreen (110), at least one headlight (120), a travel indicator (130), at least one cladding element (140), at least one panel (150) and / or at least one air opening (160).

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