U.S. patent application number 14/351617 was filed with the patent office on 2014-08-21 for controlled-route vehicle, in particular train, with improved air intake.
This patent application is currently assigned to Siemens Aktiengesellschaft. The applicant listed for this patent is SIEMENS AKTIENGESELLSCHAFT. Invention is credited to Arnd Rueter.
Application Number | 20140235155 14/351617 |
Document ID | / |
Family ID | 47040684 |
Filed Date | 2014-08-21 |
United States Patent
Application |
20140235155 |
Kind Code |
A1 |
Rueter; Arnd |
August 21, 2014 |
CONTROLLED-ROUTE VEHICLE, IN PARTICULAR TRAIN, WITH IMPROVED AIR
INTAKE
Abstract
A controlled-route vehicle, in particular a train, includes at
least one air passage disposed in a wall of the controlled-route
vehicle. The air passage has an inlet opening, disposed in an outer
side of the wall, for letting air into the air passage, an outlet
opening, disposed in an inner side of the wall, through which the
air can be let out into an interior of the controlled-route
vehicle, and a section which tapers in the direction of the outlet
opening and is formed by an inner wall side of the wall. As a
result, improved transport of the air into the interior of the
controlled-route vehicle can be achieved in a structurally simple
and inexpensive manner.
Inventors: |
Rueter; Arnd; (Krefeld,
DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SIEMENS AKTIENGESELLSCHAFT |
MUENCHEN |
|
DE |
|
|
Assignee: |
Siemens Aktiengesellschaft
Muenchen
DE
|
Family ID: |
47040684 |
Appl. No.: |
14/351617 |
Filed: |
September 27, 2012 |
PCT Filed: |
September 27, 2012 |
PCT NO: |
PCT/EP2012/069038 |
371 Date: |
April 14, 2014 |
Current U.S.
Class: |
454/108 |
Current CPC
Class: |
Y02T 30/42 20130101;
Y02T 30/00 20130101; B61D 27/009 20130101; B61D 27/00 20130101 |
Class at
Publication: |
454/108 |
International
Class: |
B61D 27/00 20060101
B61D027/00 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 14, 2011 |
DE |
102011084490.2 |
Claims
1-15. (canceled)
16. A controlled-route vehicle or train, comprising: a longitudinal
direction; an interior space; a wall having an outer side and an
inner side; at least one air passage disposed in said wall, said at
least one air passage having an inlet opening disposed in said
outer side of said wall and configured to let air into said air
passage, and an outlet opening disposed in said inner side of said
wall and configured to let the air out into said interior space;
and a protective grille disposed at least partially inside said at
least one air passage, said protective grille being curved
substantially inward in said longitudinal direction.
17. A controlled-route vehicle or train, comprising: an interior
space; a wall having an outer side, an inner side and an inner wall
side; at least one air passage disposed in said wall, said at least
one air passage having an inlet opening disposed in said outer side
of said wall and configured to let air into said at least one air
passage, and an outlet opening disposed in said inner side of said
wall and configured to let the air out into said interior space;
and a section tapering in direction of said outlet opening and
being formed by said inner wall side of said wall.
18. The controlled-route vehicle according to claim 17, which
further comprises a longitudinal direction, said inner wall side
having a flat section running transversely with respect to said
longitudinal direction and being disposed at an angle with respect
to said outer side of said wall.
19. The controlled-route vehicle according to claim 18, wherein
said angle is an obtuse angle.
20. The controlled-route vehicle according to claim 17, which
further comprises a longitudinal direction, said inner wall side
having a curved section running transversely with respect to said
longitudinal direction.
21. The controlled-route vehicle according to claim 20, wherein
said curved section is substantially outwardly curved.
22. The controlled-route vehicle according to claim 18, which
further comprises a transverse direction, said inner wall side
having a plurality of connected lamellas at least in vicinity of
said section, and each lamella of said plurality of lamellas having
a longitudinal side and an elongate shape in said transverse
direction and being connected on said longitudinal side of said
lamella to a further lamella of said plurality of lamellas.
23. The controlled-route vehicle according to claim 20, which
further comprises a transverse direction, said inner wall side
having a plurality of connected lamellas at least in vicinity of
said section, and each lamella of said plurality of lamellas having
a longitudinal side and an elongate shape in said transverse
direction and being connected on said longitudinal side of said
lamella to a further lamella of said plurality of lamellas.
24. The controlled-route vehicle according to claim 20, wherein
said curved section of said inner wall side has a uniform
curvature.
25. The controlled-route vehicle according to claim 20, wherein
said section of said inner wall side has an adjustable
curvature.
26. The controlled-route vehicle according to claim 17, which
further comprises a protective grille disposed inside said outlet
opening of said at least one air passage.
27. The controlled-route vehicle according to claim 26, wherein
said protective grille has a flat shape.
28. The controlled-route vehicle according to claim 26, which
further comprises a longitudinal direction, said protective grille
having a substantially inwardly-curved shape in said longitudinal
direction.
29. The controlled-route vehicle according to claim 26, wherein
said protective grille has an adjustable curvature.
30. The controlled-route vehicle according to claim 16, wherein
said at least one air passage has a substantially square, elongate
or rectangular cross section.
31. The controlled-route vehicle according to claim 17, wherein
said at least one air passage has a substantially square, elongate
or rectangular cross section.
32. The controlled-route vehicle according to claim 16, wherein
said at least one air passage is configured as a cooling air
passage or as a fresh air passage.
33. The controlled-route vehicle according to claim 17, wherein
said at least one air passage is configured as a cooling air
passage or as a fresh air passage.
34. The controlled-route vehicle according to claim 16, wherein
said wall is an underfloor wall, a roof wall or a side wall of the
controlled-route vehicle, and said at least one air passage is
disposed adjacent said underfloor wall or said roof wall.
35. The controlled-route vehicle according to claim 17, wherein
said wall is an underfloor wall, a roof wall or a side wall of the
controlled-route vehicle, and said at least one air passage is
disposed adjacent said underfloor wall or said roof wall.
Description
[0001] The invention relates to a controlled-route vehicle, in
particular a train.
[0002] In the text which follows, reference is made without
limitation of the generality to a high speed train with a cooling
air passage.
[0003] It is known from practice that cooling air passages are
provided in a wall of a high speed train in order to introduce
cooling air from the outside into an interior space of a cooling
system which is arranged under an outer wall of the high speed
train. For example, the cooling system can be arranged on a roof
wall of a passenger compartment, which roof wall is provided under
the outer wall of the high speed train which bounds the cooling
system. The cooling air passage can have, for example, an elongate
cross section viewed along the wall, in order to suck in the
cooling air from the outside into the interior space of the high
speed train. In this context, the longitudinal direction of the
cooling air passage can be oriented transversely with respect to a
longitudinal direction of the high speed train, with the result
that the longitudinal direction of the cooling air passage runs
transversely with respect to a direction of travel of the high
speed train. Such a configuration and arrangement of the cooling
air passage can bring about a sufficient inflow of the cooling air
into an interior space of the high speed train if the high speed
train is stationary. However, the inflow of the cooling air through
the cooling air passage during movement of the high speed train,
that is to say while the high speed train is traveling, may be
insufficient. It is also known that the cooling air passage can be
provided in the wall in such a way that the longitudinal direction
of the cooling air passage is oriented in the longitudinal
direction of the high speed train in order to permit the cooling
air to be conveyed into the interior space of the high speed train.
However, such a cooling air passage can also bring about
insufficient sucking-in of the cooling air while the high speed
train is traveling.
[0004] It is therefore an object of the invention to make available
a controlled-route vehicle, in particular a train, which permits
improved conveying of air into an interior space of a
controlled-route vehicle in a structurally simple and
cost-effective way.
[0005] This object is achieved by means of a controlled-route
vehicle, in particular a train, according to the independent
claims.
[0006] According to one exemplary aspect of the invention, a
controlled-route vehicle, in particular a train, is made available,
having at least one air passage which is arranged in a wall of the
controlled-route vehicle, wherein the air passage has an inlet
opening for letting air into the air passage, wherein the inlet
opening is arranged in an outer side of the wall, and an outlet
opening through which the air can be let out into an interior space
of the controlled-route vehicle, wherein the outlet opening is
arranged in an inner side of the wall, wherein a protective grille
is arranged at least partially inside the air passage which is
formed curved substantially inward in the longitudinal direction of
the elongate air passage.
[0007] According to a further exemplary aspect of the invention, a
controlled-route vehicle, in particular a train, is made available,
having at least one air passage which is arranged in a wall of the
controlled-route vehicle, wherein the air passage has an inlet
opening for letting air into the air passage, wherein the inlet
opening is arranged in an outer side of the wall, an outlet opening
through which the air can be let out into an interior space of the
controlled-route vehicle, wherein the outlet opening is arranged in
an inner side of the wall, and a section which tapers in the
direction of the outlet opening and is formed by an inner wall side
of the wall.
[0008] In the context of this application, the term
"controlled-route vehicle" can denote a vehicle which is fixed in
terms of its direction of travel. In particular, the vehicle can be
movable (exclusively) bidirectionally. In particular, a
longitudinal direction of the controlled-route vehicle can be
oriented or run in its direction of travel.
[0009] The term "direction of travel" of the controlled-route
vehicle can denote, in particular, a direction of movement of the
controlled-route vehicle which can point in the direction of a side
of the controlled-route vehicle against which there is a flow of
air. In particular, the direction of travel which can point to the
side of the controlled-route vehicle against which there is a flow
of air can point in the direction of an occupied driver's cab of
the controlled-route vehicle or in a direction of an end of the
controlled-route vehicle which can be arranged opposite an end
having the occupied driver's cab.
[0010] The term "interior space of the controlled-route vehicle"
can denote, in particular, an interior space of a passenger
compartment of the controlled-route vehicle or an interior space of
a system which is arranged adjacent to an outer wall of the
controlled-route vehicle. The, for example, box-shaped system can
be integrated here flush with the outer wall of the
controlled-route vehicle. In particular, the interior space of the
system can be connected to the passenger compartment of the
controlled-route vehicle or be separated there from. For example,
the air passage can be connected to an interior space of an air
conveying system which is arranged inside an outer wall and which
can have at least one passage and/or at least one fan and be
separated from a passenger compartment of the controlled-route
vehicle.
[0011] The term "side of an element" can denote, in particular, an
outer face of the element and/or an outer edge section of the
element.
[0012] The term "substantially" can mean for the most part or
predominantly. In particular, a predominant portion of the
protective grille and of the tapered section can be of inwardly
curved design.
[0013] Owing to an interaction between an air stream which is to be
conveyed into the interior space of the controlled-route vehicle
and a stream of air flowing around the controlled-route vehicle, in
particular while it is traveling, an aerodynamic counter pressure
may occur in the region of the air passage which can reduce the
quantity of air which is sucked into the air passage and therefore
the quantity of air which can be conveyed through the air passage.
The counter pressure can be of such a magnitude, in particular in
the region of the front section of the air passage in the direction
of travel of the controlled-route vehicle, that a sucking-in effect
of the air passage can be small. Adjacent to and in a central
section of the air passage, the counter pressure can be lower than
in the front section of the air passage, while the aerodynamic
counter pressure adjacent to and in the rear section of the air
passage in the direction of travel can be minimal, with the result
that the air can flow more easily into the air passage.
[0014] Both the inwardly curved protective grille and the section
of the air passage which tapers into the interior space of the
controlled-route vehicle can provide a pressure situation in the
region of the air passage which assists the conveying of air or is
neutral by virtue of the fact that the aerodynamic counter pressure
which occurs owing to a stream of air flowing around the
controlled-route vehicle and the air stream which is to be conveyed
can be reduced adjacent to the front and/or central section of the
air passage in the direction of travel, and the air stream can be
small in the region of the rear section of the air passage in the
direction of travel. In particular, the inwardly curved protective
grille can bring about homogenization of the outflow of air from
the air passage, with the result that the counter pressure can be
reduced in the region of the air passage. For this reason, the
quantity of air which can be conveyed into the interior space of
the controlled-route vehicle can be significantly increased in a
structurally simple way.
[0015] Owing to the pressure situation which assists the inflow of
air, a size and/or capacity of fans which can be arranged in the
interior space of the controlled-route vehicle in flow coupling
with the air passage, and can be configured to suck in the air
conveyed through the air passage and pass it on, can be reduced. In
particular, at least some of the fans can be switched off since the
sucking-in effect of the air passage can be sufficient for
conveying the air stream. The conveying pressure which is generated
by the one or more fans can therefore also be reduced with the
result that it is possible to reduce the expenditure of energy for
the same quantity of air to be conveyed. In particular, auxiliary
power converters which are used for supplying energy to the fans
can be configured to be smaller and lighter in weight or else
switched off. Overall, it is therefore possible to reduce the
fabrication costs, servicing costs and maintenance costs of the
controlled-route vehicle, especially since the pressure situation
of the air passage which assists the inflow of air can be made
available without additional components. In the text which follows,
embodiments of the controlled-route vehicle according to the
exemplary aspect of the invention are described. These also apply
to the controlled-route vehicle according to the further exemplary
aspect of the invention. In particular, the controlled-route
vehicle which is embodied as a train can be embodied as a high
speed train. The term "high speed train" can be understood to mean,
in particular, a train which can have a substantially smoothly
extending outer surface, that is to say a step-free outer surface.
In particular, the high speed train can be an Intercity Express
(ICE), for example an ICE 1, ICE 2 or an ICx or a Eurostar
train.
[0016] Alternatively, the controlled-route vehicle can be embodied
as a magnetic levitation railway or as an air cushion levitation
railway.
[0017] In particular, the protective grille can be connected to an
inner wall side of the wall which can bound the air passage and
therefore form it. For example, the protective grille can be
arranged in an inner contour of the inlet opening, which can be
provided in the outer side of the wall, or it can be arranged in an
inner contour of the outlet opening and/or can be permanently
connected thereto, it being possible to arrange said outlet opening
in the inner side of the wall.
[0018] In particular, the protective grille can be arranged flush
with the outer side when viewed from the outside. In particular,
the protective grille can be arranged completely inside the air
passage or can project out of the cooling air passage into the
interior space of the controlled-route vehicle.
[0019] In the text which follows, embodiments of the
controlled-route vehicle according to the further exemplary aspect
of the invention are described. These also apply to the
controlled-route vehicle according to the exemplary aspect of the
invention.
[0020] In particular, the tapering section can be arranged between
the inlet opening and the outlet opening. The inner wall side can
have a flat or flat section which runs transversely with respect to
a longitudinal direction of the controlled-route vehicle and is
arranged at an angle with respect to the outer side of the wall, in
particular at an obtuse angle. The obtuse angle can be measured
here in the counterclockwise direction from an outer side of the
wall through the wall in the direction of the air passage. In
particular, the obtuse angle can be at least approximately
165.degree., at least approximately 170.degree., and at least
approximately 175.degree.. As a result, the air passage can be
formed in the shape of a ramp in the region of the section in order
to ensure good sucking-in of air by the air passage. In particular,
the air which flows around the controlled-route vehicle must be
deflected only slightly while the controlled-route vehicle is
traveling, owing to the slight inclination of the section along the
direction of flow thereof.
[0021] Alternatively or additionally, the inner wall side can have
a section which runs transversely with respect to a longitudinal
direction of the controlled-route vehicle and which can be of
curved design. The term "curved" section of the inner wall side can
denote, in particular, a section of the inner wall side whose
gradient viewed in cross section can differ at various points or
areas on the section. As a result, the air passage can have an
inflow geometry which can favor the flowing-in of the air into the
interior space of the controlled-route vehicle and can reduce the
counter pressure in the region of the air passage, with the result
that the quantity of air which can be conveyed through the air
passage can be increased significantly in a structurally simple
way. In particular, the angled section and/or the curved section
can be embodied in one piece.
[0022] The flat and/or curved section can be, in particular, the
front section, when viewed in the longitudinal direction of the
controlled-route vehicle and in the direction of travel, of the
inner wall side or the rear section, when viewed in the
longitudinal direction of the controlled-route vehicle and in the
same direction of travel, of the inner wall side. In particular,
the further sections of the inner wall side can extend
transversely, in particular perpendicularly, with respect to the
outer side and/or inner side of the wall adjacent to the tapering
section of the air passage, in order to form the tapering
section.
[0023] In particular, the front and rear sections, viewed in the
longitudinal direction of the controlled-route vehicle and in the
direction of travel, of the inner wall side can be of angled and/or
curved design with respect to the outer side. The respective front
section, when viewed in both directions of travel of the
controlled-route vehicle, of the inner wall side can consequently
be tapered inward and angled or curved with respect to the outer
side, with the result that the counter pressure which occurs in the
region of the end section, at the front in the direction of travel,
of the air passage can always be reduced.
[0024] In particular, the angled section can be arranged adjacent
to the inlet opening, and the curved section can be arranged
adjacent to the outlet opening.
[0025] The (front and/or rear) curved section can be of
substantially outwardly curved design, with the result that the
substantially outer surface of the inner wall side can be directed
substantially outward. In the case of exclusively outwardly
pointing curvature, the outer surface of the wall can be, in
particular, rounded. This surface shape of the wall adjacent to the
tapered section of the air passage can provide an improved
sucking-in effect of the air passage since the air which flows
around the controlled-route vehicle only has to be deflected
slightly in its direction of flow when the controlled-route vehicle
is traveling. In particular, an edge section of the (front and/or
rear) section of the inner wall side and/or also a central
intermediate section of the section of the inner wall side can be
of inwardly curved design.
[0026] In particular, the substantially outwardly curved section of
the inner wall side or else the entire inner wall side, forming the
air passage, can be arranged completely inside the air passage,
that is to say between the inlet opening and the outlet
opening.
[0027] In particular, the flat and/or curved section of the inner
wall side or the entire inner wall side which can form the air
passage can have a metal alloy, in particular steel, or fiberglass
or be fabricated there from. The section or the inner wall side can
be embodied, in particular, in one piece. These materials permit,
in particular, the fabrication of a weatherproof, cost-effective
and sufficiently rigid inner wall side.
[0028] At least in the region of the section, the inner wall side
can have a plurality of connected lamellas or be formed there from,
wherein each lamella of the plurality of lamellas can be of
elongate design in the transverse direction of the controlled-route
vehicle and can be connected on one longitudinal side of the
lamella to a further, different lamella of the plurality of
lamellas. In particular, each lamella can be of flat design or at
least one lamella of the plurality of lamellas can be of
substantially outwardly curved or substantially inwardly curved
design. This measure can constitute a particularly simple and
cost-effective way of fabricating a curved inner wall side in order
to provide a pressure situation which assists the inflow of
air.
[0029] In particular, each lamella of the plurality of lamellas can
have a metal alloy, in particular steel, or fiberglass, or can be
fabricated there from, for example, as sheet-metal strips or
fiberglass strips. Alternatively or additionally, each lamella of
the plurality of lamellas can be embodied as a cast component. Each
lamella can be welded to an adjacent lamella.
[0030] In particular, the wall can have metal, in particular
aluminum, or a metal alloy, in particular steel, or can be
fabricated there from.
[0031] In particular, the plurality of lamellas can be embodied in
one piece and can be fabricated, for example, as a folded piece of
sheet metal or as a cast component.
[0032] A curvature of the curved section of the inner wall side can
be uniform. The term "uniform curvature of the section of the inner
wall side" can denote, in particular, a step-free or jump-free
curvature of the inner wall side. In particular for this purpose
the inner wall side can be formed by means of a single-piece
component, for example a single piece of sheet metal and/or as a
cast component. Furthermore, the inner wall side can be formed by a
sufficiently large number of lamellas of the plurality of lamellas,
with the result that the uniform curvature of the section can be
approximated by means of the large number of lamellas.
[0033] The curvature of the angled and/or curved section of the
inner wall side can be adjustable. In particular, the section which
is configured in a flat fashion can be variable between the flat
configuration and a substantially inwardly curved configuration. In
this way, a sucking-in effect of the air passage can be adaptable
to a necessary quantity of air as a function of the situation and
according to requirements. This may be achieved by bending or
flattening the section of the inner wall side to a larger extent.
For this purpose, the section can be fabricated at least partially
from a plastically deformable material and/or the surface of the
section can be enlarged, which can occur while bending the section
(or parts thereof) to a larger extent, by means of the plastically
deformable material and/or by means of concertina-like folding-up
of the section (or of parts thereof). During the configuration of
the section of the inner wall side with a plurality of lamellas, it
is possible to adjust a relative arrangement of the lamellas with
respect to one another and/or a curvature of the individual
lamellas. As a result, the sucking-in behavior of the air passage
can be variable cost-effectively and easily as a function of a
vehicle speed of the controlled-route vehicle and/or an air
requirement, in order to adjust a quantity of the conveyed air as a
function of the situation and/or according to requirements.
[0034] In particular, at least the section of the inner wall side
can have the plastically deformable material and the metal alloy
and/or the fiberglass.
[0035] A protective grille can be arranged inside the outlet
opening of the air passage. In particular, the protective grille
can be formed by means of two outer struts and connecting sections
which run transversely, in particular perpendicularly, with respect
to the struts and which can connect the two lateral struts to one
another. The two lateral struts can be implemented, in particular,
by means of a strip-shaped piece of sheet metal. The connecting
sections can be fabricated, in particular, as (thin-walled or
solid) tubes or round bars. Additionally or alternatively, the
protective grille can have two transversely extending struts which
can be embodied as strip-shaped pieces of sheet metal and connected
to the inner wall side. In particular, the protective grille can
determine, in particular reduce, the air-permeable region of the
outlet opening, with the result that the outflow of the air from
the air passage into the interior space of the controlled-route
vehicle can be homogenized. As a result, despite a reduced
air-permeable cross section of the outlet opening, the quantity of
air which can be conveyed through the air passage can be increased.
The protective grille can be of flat design. In particular, the
protective grille can be arranged in the longitudinal direction of
the controlled-route vehicle. The flat configuration of the air
passage can have a particularly easily predicted outflow of air
from the air passage in order to be able to select the arrangement
of the air passage in the wall in an optimum way.
[0036] The protective grille can be of substantially inwardly
curved design in the longitudinal direction of the controlled-route
vehicle. The inwardly curved protective grille can, as stated
above, increase the sucking-in effect of the air passage, with the
result that the conveying of the air into the interior space of the
controlled-route vehicle can be increased. In particular, an end
section of the protective grille which can be arranged adjacent to
the inner wall side can be of outwardly curved design, while a
central section of the protective grille, which can form the
predominant portion of the protective grille, can be curved inward,
in particular with a changing curvature.
[0037] In particular, a curvature of the protective grille can be
adjustable. This embodiment can be provided both in the case of a
flat protective grille and in the case of a curved protective
grille. In particular, the protective grille which is configured in
a flat fashion can be variable between the flat configuration and a
substantially inwardly curved configuration. In this way, a
sucking-in effect of the protective grille inside the air passage
can be adaptable to a necessary quantity of air as a function of
the situation and according to requirements. Given a configuration
of the protective grille by means of sheet-metal-like lateral
and/or transversely extending struts and tube-like connecting
sections, it is possible for a shape of the connecting tubes to
remain unchanged when the curvature of the protective grille
changes, while the bending of the sheet-metal-like struts can be
adjustable. In this context, a position of the connecting sections
with respect to the original bending of the side sections can
change. For this purpose, the sheet-metal-like struts can be of
foldable design and/or can be fabricated by means of a plastically
deformable material.
[0038] The air passage can have a square or an elongate, in
particular rectangular, cross section, in particular when viewed in
the longitudinal direction or the transverse direction of the
controlled-route vehicle. The transverse direction can correspond,
in particular, to a vertical direction of the controlled-route
vehicle which can be measured between an under floor wall of the
controlled-route vehicle and a roof wall of the controlled-route
vehicle, or to a width direction which can be measured, in
particular, along a floor. As a result, such air passages can
exhibit a good air sucking-in behavior which can be achieved, in
particular, by means of the tapering shape or by means of the
protective grille.
[0039] In particular, a longitudinal direction of the air passage
can correspond to the longitudinal direction of the
controlled-route vehicle that is to say to the direction of travel
of the controlled-route vehicle. A first transverse direction of
the air passage, in particular a width direction of the air
passage, can then correspond to the width direction or to the
vertical direction of the controlled-route vehicle, and a second
transverse direction of the air passage, in particular a depth
direction of the air passage, can correspond to a thickness
direction of the wall.
[0040] Alternatively, in particular a longitudinal direction of the
air passage can extend transversely with respect to the
longitudinal direction of the controlled-route vehicle, that is to
say transversely with respect to the direction of travel of the
controlled-route vehicle, that is to say in the vertical direction
or the width direction of the controlled-route vehicle. A first
transverse direction of the air passage, in particular a width
direction of the air passage, can then correspond to the
longitudinal direction of the controlled-route vehicle, and a
second transverse direction of the air passage, in particular a
depth direction of the air passage, can correspond to a thickness
direction of the wall.
[0041] The air passage can be configured as a cooling air passage
or as a fresh air passage. In particular, cooling air which can be
conveyed through the cooling air passage can be used to supply a
cooling system for one or more motors or for electronic devices. In
particular, fresh air which is conveyed through the fresh air
passage can be used to supply air to passengers of the
controlled-route vehicle or for an internal combustion engine of
the controlled-route vehicle.
[0042] The wall can be an under floor wall of the controlled-route
vehicle, a roof wall of the controlled-route vehicle or a side wall
of the controlled-route vehicle, wherein, in particular, the air
passage which is arranged in the side wall can be arranged adjacent
to the under floor wall of the controlled-route vehicle or the roof
wall of the controlled-route vehicle. As a result, the air passage
can be usable in conjunction with already existing air ducts of the
controlled-route vehicle which can extend adjacent to the under
floor wall or the roof wall of the controlled-route vehicle, with
the result that additional development costs for an air system,
having the air passage, of the controlled-route vehicle can be
avoided.
[0043] In particular, a width of the air passage, measured in the
first transverse direction, that is to say in the width direction,
of the air passage, can be, in particular, at least approximately
1/20, in particular at least approximately 1/15, in particular at
least approximately 1/10 and/or, in particular, at maximum
approximately 1/8, in particular at maximum approximately 1/6, in
particular at maximum approximately 1/4, of a length of the air
passage, measured in the longitudinal direction of the air passage.
These embodiments apply both to the air passage whose longitudinal
direction extends in the longitudinal direction of the
controlled-route vehicle as well as to that whose longitudinal
direction extends in the transverse direction of the
controlled-route vehicle.
[0044] In particular, a depth of the air passage which is measured
in the second transverse direction, that is to say in the depth
direction, of the air passage can be, in particular, at least
approximately 1/1000, in particular at least approximately 1/200,
in particular at least approximately 1/100 and/or in particular at
maximum approximately 1/10, in particular at maximum approximately
1/8, in particular at maximum approximately 1/5 of a length of the
air passage measured in the longitudinal direction of the air
passage.
[0045] In particular, the controlled-route vehicle can have a
plurality of air passages which can be configured according to one
or more embodiments of the air passage described above in
accordance with the one exemplary aspect and/or the further
exemplary aspect of the invention. The air passages of the
plurality of air passages can be arranged, in particular, in a row
which can extend in the longitudinal direction of the
controlled-route vehicle.
[0046] The invention will be explained below by way of example with
reference to the appended drawings, wherein the features
illustrated below can either in each case individually as well as
in combination form one aspect of the invention. In the
drawings:
[0047] FIG. 1 shows a schematic perspective view of a high speed
train according to an exemplary embodiment of the invention,
[0048] FIG. 2 shows a schematic perspective view of a side wall of
the high speed train in FIG. 1 into which a first cooling air
passage is introduced,
[0049] FIG. 3 shows a schematic perspective view of the side wall
in FIG. 1 into which a second cooling air passage is
introduced,
[0050] FIG. 4 shows a schematic perspective view of the side wall
in FIG. 1 into which a third cooling air passage is introduced.
[0051] FIG. 1 illustrates a high speed train 10 according to an
exemplary embodiment of the invention of the ICE 2 type, which has
a train section 12 with an occupied driver's cab and at least one
wagon 14. In a side wall 16 of the wagon 14, a first cooling air
passage 20 is arranged adjacent to a roof wall 18 of the wagon 14,
and a second cooling air passage 24 and a third cooling air passage
25 are arranged adjacent to an under floor wall 22 of the wagon 14.
The cooling air passage 24 is arranged in front of the cooling air
passage 25 when viewed in a direction of travel of the high speed
train 10, and is formed in a central section of the side wall 16 of
the wagon 14, while the cooling air passage 25 is provided in a
rear end section of the side wall 16 in the direction of travel.
Each cooling air passage 20, 24, 25 is connected via a duct to a
plurality of fans which are arranged in the duct and can be
supplied with energy by means of an auxiliary power converter.
Associated cooling air systems of the high speed train 10 are
indicated in FIG. 1 by means of dashed lines, which are both
separated from a passenger compartment of the high speed train 10
in terms of air flow but are integrated flush into an external wall
of the high speed train 10.
[0052] The cooling air passage 20 is embodied as a square hole
penetrating the wall 16. The cooling air passages 24, 25 are
embodied as a hole which is elongate in a longitudinal direction of
the wagon 14 and which penetrates the wall 16. A longitudinal
direction of each cooling air passage 24, 25 is measured here in
the direction of travel of the high speed train 10 and corresponds
to the longitudinal direction of the high speed train 10, a width
direction of each cooling air passage 24, 25 is measured in a
vertical direction between the roof wall 18 and the under floor
wall 22, and a depth direction of the cooling air passage 20, 24,
25 is measured along a wall thickness of the side wall 16 of the
wagon 14. A cross section of the cooling air passage 20 in the
longitudinal direction of the side wall 16 is square along the
entire depth of the cooling air passage 20 and a cross section of
the cooling air passages 24, 25 in the longitudinal direction of
the side wall 16 is formed as a rectangle along the entire depth of
the cooling air passages 24, 25.
[0053] The cooling air passage 20 is 20 centimeters long, 20
centimeters wide and 0.2 centimeters deep. The cooling air passage
24 is 10 centimeters long, 1.5 centimeters wide and 0.05
centimeters deep. The cooling air passage 25 is 5 centimeters long,
0.25 centimeters wide and 1 centimeter deep.
[0054] FIG. 2 shows the cooling air passage 20 in an enlarged
illustration. An inlet opening 28 for letting the cooling air into
the cooling air passage 20 is formed in an outer side 26 of the
side wall 16. An outlet opening 32, through which the cooling air
can be let out into an interior space of the associated cooling
system of the high speed train 10, is formed in an inner side 30 of
the side wall 16. An inner wall side 33 of the side wall 16 has
four sections 34a-d which each extend perpendicularly with respect
to the outer side 26 and the inner side 30 of the side wall 16. The
cross section of the cooling air passage 20 which is defined in the
longitudinal direction is substantially the same when viewed in its
depth direction.
[0055] A protective grille 36 is arranged inside the air cooling
passage 20 and is curved for the most part in the direction of the
interior space of the high speed train 10 when viewed in the
longitudinal direction of the air cooling passage 20. The
protective grille 36 has a frame 38 which has two lateral struts
40a, b which extend in the longitudinal direction of the cooling
air passage 20 and connecting elements 42 which extend in the width
direction of the cooling air passage 20 and each connect the two
struts 40a, b to one another. For the sake of clarity, FIG. 2
merely shows one connecting element with the reference symbol 42.
The lateral struts 40a, b are embodied as strip-shaped pieces of
sheet metal, and the connecting sections 42 are embodied as solid
round bars. The connecting elements 42 which are arranged on the
outermost edge of the protective grille 36 in the longitudinal
direction are connected to the side wall 16 in the region of the
inlet opening 28. The curvature of the protective grille 36 is
uniform, that is to say without jumps, and the protective grille 36
has substantially a semi-ellipse-like shape. Edge sections 44a, b
of the protective grille 36 viewed in the longitudinal direction of
the cooling air passage 20 are curved outwardly here, and a central
section 45 of the protective grille is curved inwardly. The edge
sections 44a, b are formed here by the connecting sections 42 which
are connected to the inner wall 33, and the connecting sections 42
which are arranged adjacent thereto, and by end sections, arranged
adjacent to the inner wall side 43a, c, of the lateral struts 40a,
b. The end sections of the lateral struts 40a, b run tangentially
with respect to the outer side 26 of the wall 16 and extend in the
direction of the interior space with a generally outwardly pointing
curvature. The central section 45 of the protective grille 36 is
formed by the remaining connecting sections 42 and central
section's 40a, b of the protective grille 36. The curvature of the
central section 45 changes uniformly and decreases in absolute
value to a center of the protective grille 36 when viewed in the
longitudinal direction of the cooling air passage.
[0056] Alternatively, the protective grille 36 can be connected to
the outlet opening 32 of the cooling air passage 20 and/or can
extend outside the cooling air passage 20 into the interior space
of the duct. The protective grille 36 can also be of exclusively
inwardly curved design. FIG. 3 shows the cooling air passage 24 in
FIG. 1 in an enlarged illustration. The cooling air passage 24 is
configured similarly to the cooling air passage 20 in FIG. 2, but
sections 34a, c of an inner wall side 33 of the side wall 16 are
configured curved outward. Sections 34b, d, running in the
longitudinal direction of the cooling air passage 24, of the inner
wall side 33 extend perpendicularly with respect to the outer side
26 and the inner side 30 of the side wall 16. Consequently, the
cooling air passage 24 has a tapering section 46 between the inlet
opening 28 and the outlet opening 32 of the cooling air passage 24.
The cross section of the cooling air passage 24 measured in the
longitudinal direction decreases when viewed in its depth direction
into the interior space of the high speed train 10. The protective
grille 36 is connected to the sections 34a, c of the inner wall
side 33 which bound the outlet opening 32, and is configured
similarly to the protective grille 36 in FIG. 2. The curvature of
the protective grille 36 is, however, such that the protective
grille 36 is configured curved exclusively inward and projects into
the interior space. Edge regions 44a, b of the protective grille 36
extend at an angle of approximately 20 degrees with respect to the
inner side 30 of the wall 16. Alternatively, the protective grille
can be configured so as to be identical to the protective grille 36
in FIG. 2. It is also possible for the protective grille 36 to be
of flat design.
[0057] FIG. 4 shows the cooling air passage 25 from FIG. 1 in an
enlarged illustration, which cooling air passage 25 is configured
similarly to the cooling air passage 24 in FIG. 3. However,
sections 34a, c, running transversely with respect to the
longitudinal direction of the cooling air passage 25, of the inner
wall side 33 of the side wall of the cooling air passage 25 are
embodied from, in each case, three lamellas 48a-f which extend
transversely with respect to the longitudinal extent of the cooling
air passage 25, are connected and are embodied as elongate sections
of a piece of sheet steel. Each of the lamellas 48a-f is of flat
design and a curvature of the sections 34a, c is consequently not
uniform but rather has two steps along the surface of the inner
wall side 34a, c. In addition, the plastically deformable lamellas
48a-f are embodied so as to be electrically actuable in such a way
that a relative position of the lamellas 48a-f and a curvature of
each lamella can be changed by bending it outward. As a result, the
curvature of the sections 34a, c of the inner wall side 33 can be
adjusted as a function of the stream of cooling air which is to be
conveyed. A protective grille 36 which is arranged inside an outlet
opening 32 of the cooling air passage 20 is configured similarly to
the protective grille 36 in FIG. 3. However, the protective grille
36 is flat and consequently does not have any inwardly directed
curvature.
[0058] Alternatively, the protective grille can be configured
identically to the protective grille 36 in FIG. 2 or that in FIG.
3.
[0059] In addition, it is to be noted that "having" does not
exclude any other elements or steps, and the use of the article "a"
does not exclude a plurality. In addition, it is to be noted that
features or steps which have been described with reference to one
of the above exemplary embodiments can also be used in combination
with other features or steps of other exemplary embodiments
described above. Reference symbols in the claims are not to be
considered as restrictive.
* * * * *