(19)
(11)EP 3 472 020 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
20.05.2020 Bulletin 2020/21

(21)Application number: 17733397.8

(22)Date of filing:  16.06.2017
(51)Int. Cl.: 
B61F 1/02  (2006.01)
B61F 3/04  (2006.01)
B61F 1/08  (2006.01)
H02K 9/04  (2006.01)
(86)International application number:
PCT/EP2017/064812
(87)International publication number:
WO 2017/216364 (21.12.2017 Gazette  2017/51)

(54)

DUCTING FOR A TRACTION MOTOR COOLING SYSTEM OF A RAIL VEHICLE, TRACTION MOTOR COOLING SYSTEM AND RAIL VEHICLE

KANAL FÜR EIN TRAKTIONSMOTORKÜHLSYSTEM EINES SCHIENENFAHRZEUGS, TRAKTIONSMOTORKÜHLSYSTEM UND SCHIENENFAHRZEUG

CANALISATION DESTINÉE À UN SYSTÈME DE REFROIDISSEMENT DE MOTEUR DE TRACTION D'UN VÉHICULE FERROVIAIRE, SYSTÈME DE REFROIDISSEMENT DE MOTEUR DE TRACTION ET VÉHICULE FERROVIAIRE


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 17.06.2016 GB 201610557

(43)Date of publication of application:
24.04.2019 Bulletin 2019/17

(73)Proprietor: Bombardier Transportation GmbH
10785 Berlin (DE)

(72)Inventors:
  • EDWARDS, Jonathan
    Derby Derbyshire (GB)
  • ROE, Mick
    Derby Derbyshire (GB)

(74)Representative: Alatis 
109 Bd Haussmann
75008 Paris
75008 Paris (FR)


(56)References cited: : 
CN-A- 104 539 103
JP-A- S62 238 160
US-A- 2 076 231
JP-A- H07 237 457
US-A- 1 795 266
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    TECHNICAL FIELD OF THE INVENTION



    [0001] The present invention relates to a ducting for a traction motor cooling system of a rail vehicle, as well as to the associated cooling system and rail vehicle.

    BACKGROUND ART



    [0002] A ducting for a traction motor cooling system of a rail vehicle is disclosed in CN201400171U. To meet the space requirement, the ducting comprises a common air inlet and multiple air outlets. The common air inlet is formed at a connecting part of the front end of a plurality of branch ducts; and an air outlet is respectively arranged at the tail end of each branch duct. Flow guide plates are arranged inside each branch duct for guiding the air and reducing flow resistance. The ducting arrangement is not optimised in terms of width.

    [0003] A traction motor cooling system of a rail vehicle is disclosed in CN104539103. The system comprises a cooling air unit and two main air ducts running in parallel at a distance from one another. The air inlets of the two main air ducts are connected each with one of the two air outlets of the cooling air unit, and the air outlets of the two main air ducts are communicated with air inlets of two traction motors of a vehicle body bogie, respectively. The main air ducts providing air for the two traction motors independent of each other and system resistance is reduced. Unbalanced air distribution is avoided and the cooling efficiency is improved. However, this system requires a substantial space in particular in the region in which the two main ducts run in parallel. US2076231 describes an electric locomotive bed frame with communicating cooling ducts.

    SUMMARY OF THE INVENTION



    [0004] The invention aims to provide a more compact ducting arrangement for a traction motor cooling system of a rail vehicle.

    [0005] According to a first aspect of the invention, there is provided a rail vehicle as claimed in claim 1.

    [0006] This arrangement is particularly compact in terms of width and does reduce the pivoting angle of the running gear.

    [0007] According to various embodiments:
    • The first duct is shorter than the second duct.
    • The first duct outlet is located between the two parallel branches.
    • The first duct inlet and the second duct inlet are spaced apart from one another.
    • The first duct inlet and the second duct inlet are located in a common plane.
    • The first duct outlet the second duct outlet lie on a straight line perpendicular to the common plane.
    • The second duct comprises an outlet branch connected between the two parallel branches and the second duct outlet.
    • The first duct outlet the second duct outlet are in a common plane.


    [0008] The walls of the first duct and second duct can be made of sheet metal, e.g. stamped aluminium, plastics or of a composite material, e.g. glass reinforced plastics. According to an embodiment, the ducting comprises a one-piece cover comprising a first wall section forming a first inner wall surface of the first duct and a second inner wall surface of the second duct, the first inner wall surface and the second inner wall surface facing a common direction. The ducting may also comprise a partition wall common to the first duct and the second duct.

    [0009] Preferably, the first fan has a first fan inlet, the second fan has a second fan inlet, the first and second fan inlets being separate. Thus, the two cooling circuits are pneumatically independent.

    [0010] According to an embodiment, the fan unit comprises a single motor for driving the first fan and the second fan. The motor can be a through shaft motor placed between the first and second fans.

    [0011] According to another aspect of the invention, there is provided a rail vehicle comprising a running gear comprising a first wheel set, a second wheel set, a first traction motor for driving the first wheel set, a second traction motor for driving the second wheel set, the first traction motor being provided with a first cooling inlet, the second traction motor being provided with a second cooling inlet, wherein the rail vehicle comprises the traction motor cooling system as described hereinbefore, wherein the first duct outlet is connected to the first cooling inlet and the second duct outlet is connected to the second cooling inlet.

    [0012] Preferably the first duct outlet is connected to the first cooling inlet by means of a first vertical flexible sleeve and the second duct outlet is connected to the second cooling inlet by means of a second vertical flexible sleeve. The vertical sleeves accommodate the movements between the running gear and the vehicle body of the rail vehicle.

    [0013] According to various embodiments:
    • The first cooling inlet and the second cooling inlet are aligned on a longitudinal axis of the rail vehicle.
    • The running gear is provided with two secondary suspension elements located on two lateral sides of the running gear in a median transverse vertical plane of the running gear, the first cooling inlet and the second cooling inlet being located on opposite sides of the median transverse vertical plane of the running gear.
    • The ducting is fixed to an underframe of a vehicle body of the rail vehicle.
    • The fan unit is fixed to an underframe of a vehicle body of the rail vehicle.
    • The outlet branch is received in a channel element of an underframe of the rail vehicle.

    BRIEF DESCRIPTION OF THE FIGURES



    [0014] Other advantages and features of the invention will then become more clearly apparent from the following description of a specific embodiment of the invention given as non-restrictive examples only and represented in the accompanying drawings in which:
    • Figure 1 is an isometric view of a traction motor cooling system suspended to an underframe of a vehicle body of a rail vehicle, including a ducting of the cooling system;
    • Figure 2 is an isometric view similar to the view of figure 1, but without the ducting;
    • Figure 3 is a top view of the components of the traction motor cooling system shown in figure 2;
    • Figure 4 is an isometric view of an upper part of the ducting of figure 1;
    • Figure 5 is an isometric view of a lower part of the ducting of figure 1;
    • Figure 6 is a side view of the ducting of figure 1;
    • Figure 7 is a top view of the ducting of figure 1;
    • Figure 8 is a cross-section through line E-E of figure 7;
    • Figure 9 is a cross-section through line D-D of figure 7;
    • Figure 10 is a cross-section through line C-C of figure 7;
    • Figure 11 is a cross-section through line B-B of figure 7.


    [0015] Corresponding reference numerals refer to the same or corresponding parts in each of the figures.

    DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT



    [0016] With reference to figures 1 to 3, a running gear 10, more specifically a bogie, of a rail vehicle, comprises a H-shaped running gear frame 12 supported on a pair of front and rear wheel sets 14, 16 by means of a primary suspension 18, 20. The front wheel set 14 and the rear wheel set 16 are located respectively on a front side and a rear side of a median transverse vertical plane P1 of the running gear 10. The running gear frame 12 is provided with a planar horizontal surface 22, 24 on each side of a median longitudinal vertical plane P2 of the running gear 10, in a region of connection of a transom 26 and of one of the longitudinal beams 28, 30 of the running gear frame 12, for supporting a secondary suspension unit (not shown). The running gear is provided with two traction units 32, 34 located on opposite sides of the median transverse vertical plane P1, each for powering one of the wheel sets 14, 16. Each wheel set 14, 16 is provided with a brake unit 36, 38.

    [0017] In figures 1 to 3, only parts of an underframe of the vehicle body of the rail vehicle have been illustrated, in particular a T-shaped bolster subassembly 40 provided with a longitudinal channel member 42 that extends in the longitudinal direction of the vehicle from one end of the running gear towards the median transverse vertical plane P1 of the running gear 10, on top of and at a distance from the running gear 10. A compressed air tank 44 is fixed to another part of the underframe at the opposite end of the running gear 10. A cooling unit 46 is also fixed to the underframe of the vehicle body farther away from the running gear 10. The compressed air tank is located between the running gear 10 and the cooling unit 46. The cooling unit 46 comprises a central trough-shaft motor 48, which drives two independent fans 50, 52, one at each end of the motor 48. Each fan 50, 52 has a fan inlet 54, 56 and a fan outlet 58, 60. The two fan outlets 58, 60 are located in a common vertical transverse plane and on each side of a median vertical longitudinal plane of the vehicle body, which is identical with the median vertical longitudinal plane P2 of the running gear in a nominal position of the rail vehicle.

    [0018] Each traction unit 32, 34 is provided with a cooling inlet 62, 64 facing up and connected to a vertically extending flexible sleeve 66, 68 illustrated in Figure 2. One of the flexible sleeves 68 opens into an opening of the longitudinal channel member 42 of the bolster subassembly 40. The two cooling inlets 62, 64 are substantially aligned in the median longitudinal vertical plane P2 of the running gear 10.

    [0019] A ducting 70, shown in figure 1 and left out in figures 2 and 3, is fixed to the underframe of the vehicle and comprises a first duct 72 for connecting the fan outlet 58 to the closest cooling inlet 62 and a second duct 74 for connecting the second fan outlet 60 to the farthest of the cooling inlets 64. The two ducts 72, 74 are pneumatically independent from one another.

    [0020] The first duct 72 comprises an inlet 76 connected to the fan outlet 58, an outlet 78 connected to the flexible sleeve 66 and the cooling inlet 62 and a single flow path between the inlet 76 and outlet 78. The second duct 74 comprises an inlet 80 connected to the second fan outlet 60 and a main inlet branch 82 which extends from the inlet 80 to a fork at which the second duct is divided in two parallel branches 84, 86 that pass on each side of a portion of the first duct 72 before rejoining downstream from the outlet 78 of the first duct 72 into a single outlet branch 88 that is received within the channel member 42 of the bolster subassembly 40, and with an outlet 90 connected to the flexible sleeve 68 and the second cooling inlet 64. The inlet 76 of the first duct 72 and the inlet 80 of the second duct 74 lie in a common vertical plane P3. The outlet 78 of the first duct 72 and the outlet 90 of the second duct lie in a common horizontal plane P4 and on straight line X, which is perpendicular to the plane P3 of the inlets 76, 80 and lies in a median vertical longitudinal plane of the vehicle body, which is identical with the median vertical longitudinal plane P2 of the running gear 10 in a nominal position of the rail vehicle. The portion of the first duct 72 located between the two parallel branches 84, 86 includes the outlet 78 of the first duct 72.

    [0021] The ducting 70 is made of glass reinforced plastic plates that are moulded and bonded together. As shown in figures 6 to 11, the ducting comprises a cover 92, an inner lower part 94 and an outer lower part 96. In the cross-section of figure 8, the two lower parts 94, 96 are U-shaped and placed on top of one another. The base wall 97 of the outer lower part 96 constitutes a partition wall between the first duct 72 and the second duct 74 and has an upper face that forms an internal surface of the inlet branch 82 of the second duct 74 and a lower face that forms an internal surface of the first duct 72. In the cross-section of figure 9, the cover 92 is U-shaped, the outer lower part 96 is divided in two channel sections 98,100 to form with the cover 92 the two parallel branches 84, 86 of the second duct 74. The inner lower part 94 is located below and between the two channel sections 98, 100 to form the first duct 72 with the walls of the two channel sections 98, 100 and of the cover 92. The cross-section of figure 10 is located downstream from the outlet 78 of the first duct 72 and shows the cover 92, which closes the two U-shaped channels 98, 100 to form the parallel branches 84, 86.

    [0022] The impellers of the two fans 50, 52 are driven by the same fan motor 48, thus the two impellers operate at the same rotation speed. The longer duct 74 is expected to have slightly more pressure losses. However, since the airflow rate varies as a function of the square root of the pressure, the airflow rate is substantially the same in the two ducts.

    [0023] The arrangement of the air ducts 72, 74 is particularly space-efficient in the region of the brake unit 36 of the first wheel set 14 where the width of the ducting 70 has to be minimised to allow a pivoting movement of the running gear 10 about a vertical axis. The arrangement also takes advantage of the longitudinal channel 42 formed by the bolster subassembly 40. Thanks to this arrangement, it is possible to keep the cooling inlets 62, 64 of the first traction motor and of the second traction motor close to the median vertical longitudinal plane P2 of the running gear 10.

    [0024] While the above example illustrates a preferred embodiment of the present invention, various other arrangements can also be considered. In particular, the general shape of the ducting will vary with the position and orientation of the cooling inlets 62, 64 and fan outlet 58, 60. The ducting 70 can be made of thin sheets of metal, plastic, or a composite material.


    Claims

    1. A rail vehicle comprising a running gear (10) comprising a first wheel set (14), a second wheel set (16), a first traction motor (32) for driving the first wheel set (14), a second traction motor (34) for driving the second wheel set (14), the first traction motor (32) being provided with a first cooling inlet (62), the second traction motor (32) being provided with a second cooling inlet (64), wherein the rail vehicle comprises a traction motor cooling system comprising:

    - a fan unit (46) comprising a first fan (50) provided with a first fan outlet (58), a second fan (52) provided with a second fan outlet (60), and

    - a ducting (70) comprising a first duct (72) connecting the first fan outlet (58) with the first cooling inlet (62) and a second duct (74) for connecting the second fan outlet (60) with the second cooling inlet (64), the first duct (72) being provided with a first duct inlet (76) and a first duct outlet (78), the second duct (74) being provided with a second duct inlet (80) and a second duct outlet (90), wherein the first duct (72) and the second duct (74) are pneumatically independent from one another, the first duct inlet (76) is connected to the first fan outlet (58) and the second duct inlet (80) is connected to the second fan outlet (60),

    characterised in that the second duct (74) has two parallel branches (84, 86) and an inlet branch (82) between the second duct inlet (80) and the two parallel branches (84, 86), a portion of the first duct (72) being located between the two parallel branches (84, 86).
     
    2. The rail vehicle (70) of claim 1, wherein the first duct (72) is shorter than the second duct (74).
     
    3. The rail vehicle of any one of the preceding claims, wherein the first duct outlet (78) is located between the two parallel branches (84, 86).
     
    4. The rail vehicle of any one of the preceding claims, wherein the first duct inlet (76) and the second duct inlet (80) are spaced apart from one another, wherein, preferably the first duct inlet (76) and the second duct inlet (80) are located in a common plane and, most preferably, the first duct outlet (78) and the second duct outlet (90) lie on a straight line perpendicular to the common plane.
     
    5. The rail vehicle of any one of the preceding claims, wherein the second duct (74) comprises an outlet branch (88) connected between the two parallel branches (84, 86) and the second duct outlet (90).
     
    6. The rail vehicle of claim 5 wherein the outlet branch (88) is received in a channel element (42) of an underframe of the rail vehicle.
     
    7. The rail vehicle of any one of the preceding claims, comprising a one-piece cover (92) comprising a first wall section forming a first inner wall surface of the first duct (72) and a second inner wall surface of the second duct (74), the first inner wall surface and the second inner wall surface facing a common direction.
     
    8. The rail vehicle of any one of the preceding claims, comprising a partition wall (97) common to the first duct (72) and the second duct (74).
     
    9. The rail vehicle of any one of the preceding claims, wherein the first fan (50) has a first fan inlet (54), the second fan (52) has a second fan inlet (56), the first and second fan inlets (54, 56) being separate.
     
    10. The rail vehicle of any one of the preceding claims, wherein the fan unit (46) comprises a single motor (48) for driving the first fan (50) and the second fan (52).
     
    11. The rail vehicle of any one of the preceding claims, wherein the first duct outlet (78) is connected to the first cooling inlet (62) by means of a first vertical flexible sleeve (66) and the second duct outlet (90) is connected to the second cooling inlet (64) by means of a second vertical flexible sleeve (68).
     
    12. The rail vehicle of any one of the preceding claims, wherein the first cooling inlet (62) and the second cooling inlet (64) are aligned on a longitudinal axis (X) of the rail vehicle.
     
    13. The rail vehicle of any one of the preceding claims, wherein the running gear (10) is provided with two secondary suspension elements located on two lateral sides of the running gear (10) in a median transverse vertical plane (P1) of the running gear, the first cooling inlet (62) and the second cooling inlet (64) being located on opposite sides of the median transverse vertical plane (P1) of the running gear (10).
     
    14. The rail vehicle of any one of the preceding claims, wherein the ducting (70) is fixed to an underframe of a vehicle body of the rail vehicle.
     
    15. The rail vehicle of any one of the preceding claims, wherein the fan unit (46) is fixed to an underframe of a vehicle body of the rail vehicle.
     


    Ansprüche

    1. Schienenfahrzeug, umfassend ein Fahrgestell (10), das einen ersten Radsatz (14), einen zweiten Radsatz (16), einen ersten Antriebsmotor (32) zum Antreiben des ersten Radsatzes (14), einen zweiten Antriebsmotor (34) zum Antreiben des zweiten Radsatzes (16) umfasst, wobei der erste Antriebsmotor (32) mit einem ersten Kühleinlass (62) versehen ist, wobei der zweite Antriebsmotor (34) mit einem zweiten Kühleinlass (64) versehen ist, wobei das Schienenfahrzeug ein Antriebsmotor-Kühlsystem umfasst, das umfasst:

    - eine Lüftereinheit (46), die einen ersten Lüfter (50) umfasst, der mit einem ersten Lüfterauslass (58) versehen ist, und einen zweiten Lüfter (52), der mit einem zweiten Lüfterauslass (60) versehen ist; und

    - eine Kanalisation (70), die eine erste Leitung (72) umfasst, die den ersten Lüfterauslass (58) mit dem ersten Kühleinlass (62) verbindet, und eine zweite Leitung (74), um den zweiten Lüfterauslass (60) mit dem zweiten Kühleinlass (64) zu verbinden, wobei die erste Leitung (72) mit einem ersten Leitungseinlass (76) und mit einem ersten Leitungsauslass (78) versehen ist, wobei die zweite Leitung (74) mit einem zweiten Leitungseinlass (80) und mit einem zweiten Leitungsauslass (90) versehen ist, wobei die erste Leitung (72) und die zweite Leitung (74) pneumatisch unabhängig voneinander sind, wobei der erste Leitungseinlass (76) mit dem ersten Lüfterauslass (58) verbunden ist und der zweite Leitungseinlass (80) mit dem zweiten Lüfterauslass (60) verbunden ist,

    dadurch gekennzeichnet, dass die zweite Leitung (74) zwei parallele Schenkel (84, 86) und einen Einlassschenkel (82) zwischen dem zweiten Leitungseinlass (80) und den zwei parallelen Schenkeln (84, 86) aufweist, wobei ein Abschnitt der ersten Leitung (72) zwischen den zwei parallelen Schenkeln (84, 86) lokalisiert ist.
     
    2. Schienenfahrzeug nach Anspruch 1, wobei die erste Leitung (72) kürzer als die zweite Leitung (74) ist.
     
    3. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei der erste Leitungsauslass (78) zwischen den zwei parallelen Schenkeln (84, 86) lokalisiert ist.
     
    4. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei der erste Leitungseinlass (76) und der zweite Leitungseinlass (80) voneinander beabstandet sind, wobei vorzugsweise der erste Leitungseinlass (76) und der zweite Leitungseinlass (80) in einer gemeinsamen Ebene lokalisiert sind und sich in besonders bevorzugter Weise der erste Leitungsauslass (78) und der zweite Leitungsauslass (90) auf einer geraden Linie befinden, die senkrecht zu der gemeinsamen Ebene ist.
     
    5. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei die zweite Leitung (74) einen Auslassschenkel (88) umfasst, der zwischen den zwei parallelen Schenkeln (84, 86) und dem zweiten Leitungsauslass (90) verbunden ist.
     
    6. Schienenfahrzeug nach Anspruch 5, wobei der Auslassschenkel (88) in einem Kanalelement (42) eines Untergestells des Schienenfahrzeugs aufgenommen ist.
     
    7. Schienenfahrzeug nach einem der vorangehenden Ansprüche, umfassend ein einteiliges Abdeckmittel (92), das einen ersten Wandabschnitt umfasst, der eine erste innere Wandfläche der ersten Leitung (72) und eine zweite innere Wandfläche der zweiten Leitung (74) bildet, wobei die erste innere Wandfläche und die zweite innere Wandfläche einer gemeinsamen Richtung gegenüberliegen.
     
    8. Schienenfahrzeug nach einem der vorangehenden Ansprüche, umfassend eine Trennwand (97), die der ersten Leitung (72) und der zweiten Leitung (74) gemeinsam ist.
     
    9. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei der erste Lüfter (50) einen ersten Lüftereinlass (54) aufweist, der zweite Lüfter (52) einen zweiten Lüftereinlass (56) aufweist, wobei der erste und der zweite Lüftereinlass (54, 56) getrennt sind.
     
    10. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei die Lüftereinheit (46) einen einzigen Motor (48) umfasst, um den ersten Lüfter (50) und den zweiten Lüfter (52) anzutreiben.
     
    11. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei der erste Leitungsauslass (78) mit dem ersten Kühleinlass (62) mittels eines ersten vertikalen flexiblen Mantels (66) verbunden ist und der zweite Leitungsauslass (90) mit dem zweiten Kühleinlass (64) mittels eines zweiten vertikalen flexiblen Mantels (68) verbunden ist.
     
    12. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei der erste Kühleinlass (62) und der zweite Kühleinlass (64) auf einer Längsachse (X) des Schienenfahrzeugs fluchten.
     
    13. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei das Fahrgestell (10) mit zwei sekundären Aufhängungselementen versehen ist, die auf zwei seitlichen Seiten des Fahrgestells (10) in einer transversalen vertikalen Mittelebene (P1) des Fahrgestells lokalisiert sind, wobei der erste Kühleinlass (62) und der zweite Kühleinlass (64) auf gegenüberliegenden Seiten der transversalen vertikalen Mittelebene (P1) des Fahrgestells (10) lokalisiert sind.
     
    14. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei die Kanalisation (70) auf einem Untergestell eines Körpers befestigt ist, der eine Fahrzeugkarosserie des Schienenfahrzeugs bildet.
     
    15. Schienenfahrzeug nach einem der vorangehenden Ansprüche, wobei die Lüftereinheit (46) auf einem Untergestell einer Fahrzeugkarosserie des Schienenfahrzeugs bildet.
     


    Revendications

    1. Véhicule ferroviaire comprenant un train de roulement (10) qui comprend un premier essieu monté (14), un second essieu monté (16), un premier moteur de traction (32) pour entraîner le premier essieu monté (14), un second moteur de traction (34) pour entraîner le second essieu monté (16), le premier moteur de traction (32) étant muni d'une première entrée de refroidissement (62), le second moteur de traction (34) étant muni d'une seconde entrée de refroidissement (64), dans lequel le véhicule ferroviaire comprend un système de refroidissement de moteur de traction qui comprend :

    - une unité de ventilation (46) qui comprend un premier ventilateur (50) qui est muni d'une première sortie de ventilateur (58) et un second ventilateur (52) qui est muni d'une seconde sortie de ventilateur (60) ; et

    - une canalisation (70) qui comprend un premier conduit (72) qui connecte la première sortie de ventilateur (58) avec la première entrée de refroidissement (62) et un second conduit (74) pour connecter la seconde sortie de ventilateur (60) avec la seconde entrée de refroidissement (64), le premier conduit (72) étant muni d'une première entrée de conduit (76) et d'une première sortie de conduit (78), le second conduit (74) étant muni d'une seconde entrée de conduit (80) et d'une seconde sortie de conduit (90), dans lequel le premier conduit (72) et le second conduit (74) sont pneumatiquement indépendants l'un de l'autre, la première entrée de conduit (76) est connectée à la première sortie de ventilateur (58) et la seconde entrée de conduit (80) est connectée à la seconde sortie de ventilateur (60),

    caractérisé en ce que le second conduit (74) comporte deux branches parallèles (84, 86) et une branche d'entrée (82) entre la seconde entrée de conduit (80) et les deux branches parallèles (84, 86), une section du premier conduit (72) étant localisée entre les deux branches parallèles (84, 86).
     
    2. Véhicule ferroviaire selon la revendication 1, dans lequel premier conduit (72) est plus court que le second conduit (74).
     
    3. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel la première sortie de conduit (78) est localisée entre les deux branches parallèles (84, 86).
     
    4. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel la première entrée de conduit (76) et la seconde entrée de conduit (80) sont espacées l'une de l'autre, dans lequel, de préférence, la première entrée de conduit (76) et la seconde entrée de conduit (80) sont localisées dans un plan commun et de la façon la plus préférable, la première sortie de conduit (78) et la seconde sortie de conduit (90) sont situées sur une ligne droite qui est perpendiculaire au plan commun.
     
    5. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel le second conduit (74) comprend une branche de sortie (88) qui est connectée entre les deux branches parallèles (84, 86) et la seconde sortie de conduit (90).
     
    6. Véhicule ferroviaire selon la revendication 5, dans lequel la branche de sortie (88) est reçue dans un élément de canal (42) d'un châssis de base du véhicule ferroviaire.
     
    7. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, comprenant un moyen de recouvrement monopièce (92) qui comprend une première section de paroi qui forme une première surface de paroi interne du premier conduit (72) et une seconde surface de paroi interne du second conduit (74), la première surface de paroi interne et la seconde surface de paroi interne faisant face à une direction commune.
     
    8. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, comprenant une paroi de partition (97) qui est commune au premier conduit (72) et au second conduit (74).
     
    9. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel le premier ventilateur (50) comporte une première entrée de ventilateur (54), le second ventilateur (52) comporte une seconde entrée de ventilateur (56), les première et seconde entrées de ventilateur (54, 56) étant séparées.
     
    10. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel l'unité de ventilation (46) comprend un unique moteur (48) pour entraîner le premier ventilateur (50) et le second ventilateur (52).
     
    11. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel la première sortie de conduit (78) est connectée à la première entrée de refroidissement (62) au moyen d'une première gaine souple verticale (66) et la seconde sortie de conduit (90) est connectée à la seconde entrée de refroidissement (64) au moyen d'une seconde gaine souple verticale (68).
     
    12. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel la première entrée de refroidissement (62) et la seconde entrée de refroidissement (64) sont alignées sur un axe longitudinal (X) du véhicule ferroviaire.
     
    13. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel le train de roulement (10) est muni de deux éléments de suspension secondaires qui sont localisés sur deux côtés latéraux du train de roulement (10) dans un plan vertical transversal médian (P1) du train de roulement, la première entrée de refroidissement (62) et la seconde entrée de refroidissement (64) étant localisées sur des côtés opposés du plan vertical transversal médian (P1) du train de roulement (10).
     
    14. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel la canalisation (70) est fixée sur un châssis de base d'un corps formant carrosserie de véhicule du véhicule ferroviaire.
     
    15. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel l'unité de ventilation (46) est fixée sur un châssis de base d'une carrosserie de véhicule du véhicule ferroviaire.
     




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    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description