COOLING SYSTEM FOR AN ELECTRIC POWER CONVERSION DEVICE OF A RAILROAD VEHICLE

Description

Field

[0001] Aspects of the present disclosure relate to a railroad vehicle having an electric power conversion device with a cooling circuit located at a roof level of a railroad vehicle, and for a method of cooling an electric power conversion device located at a roof level of a railroad vehicle.

Technical background

[0002] On contrary to many other transformer types (distribution transformers, power transformers etc.) which are naturally cooled, traction transformers in railroad vehicles typically require a pump to ensure forced liquid cooling of the windings, and a cooling system composed of a heat exchanger and fans to ensure forced air cooling of the cooling liquid, typically oil.

[0003] The reason behind this difference is that traction transformers are specified with much higher power densities than other types of transformers, since they are embedded in trains, with very limited available volume and weight restrictions. As a consequence, smaller core sections and wire sections are used in order to downsize both core and windings. Reduced core section results in increased number of turns and thus wire length, which in combination with higher current density of the turns results in significantly higher transformer losses. A typical efficiency of a traction transformer is 93-95%. Hence, a significant amount of heat has to be dissipated from such transformers, which at the same time have a very compact form factor.

[0004] In view of the above, traction transformers cannot be cooled naturally, which is why an active cooling including a cooling liquid, a pump, heat exchangers and fans are typically necessary to enable efficient cooling. The active mechanical parts of such a cooling system are naturally also more prone to failure then transformer. Similar problems arise with other electric power conversion devices employed in railroad vehicles, such as, e.g., semiconductor-based switching units for the electric motors, which also produce a significant amount of thermal energy whilst having a compact form factor, and thus also require active cooling.

[0005] In view of the above and for other reasons, there is a need for the present invention.

[0006] EP 3 031 690 A1 relates to an aeraulic device for cooling an element of a railway vehicle, the aeraulic device being intended to be placed on a roof of said railway vehicle and comprising a duct, which extends substantially longitudinally relative to the railway vehicle and which successively comprises a front portion, provided with a front opening for the air intake, a central portion, in which is housed said element to be cooled, and a rear portion, provided with a rear opening for the discharge of air. A surface of a cross section of the duct evolves, from the front opening to the rear opening, so as to generate an acceleration of the air flow in the duct by effect Venturi.

Summary of the invention

[0007] In view of the above, a railroad vehicle according to claim 1, and a method for cooling an electric power conversion device located at a roof level of a railroad vehicle according to claim 11 are provided.

[0008] According to a first aspect, a railroad vehicle according to appended claim 1 is provided.

[0009] According to a second aspect, a method according to appended claim 11 for cooling an electric power conversion device located at a roof level of a railroad vehicle is provided.

[0010] Further advantages, features, aspects and details that can be combined with embodiments described herein are evident from the dependent claims, the description and the drawings.

Brief description of the Figures

[0011] More details will be described in the following with reference to the figures, wherein

Fig. 1

shows a cross-sectional view of the roof section of a railroad vehicle according to embodiments not covered by the appended claims;

Fig. 2

shows a cross-sectional view of the roof section of a railroad vehicle according to further embodiments not covered by the appended claims;

Fig. 3

shows a perspective view on a roof section of a railroad vehicle according to further embodiments;

Fig. 4

shows a cross-sectional view of the roof section of a railroad vehicle according to embodiments not covered by the appended claims;

Fig. 5

shows a cross-sectional view of the roof section of a railroad vehicle according to further embodiments not covered by the appended claims;

Fig. 6A

shows a cross-sectional view of the roof section of a railroad vehicle according to yet further embodiments not covered by the appended claims;

Fig. 6B

shows a cross-sectional view of the roof section of a railroad vehicle according to still further embodiments;

Fig. 7

shows a cross-sectional view of the roof section of a railroad vehicle according to further embodiments not covered by the appended claims.

Fig. 8

shows a side view on a railroad vehicle according to embodiments.

Detailed Description of Aspects of the Invention

[0012] As used herein, the term "fluid" is intended to be both representative for gases and liquids. In particular, in some embodiments, a fluid may have two different phase states, namely liquid and gaseous, and wherein during the cooling process, the fluid changes from one to the other and reverse.

[0013] In the following, some aspects of the invention are described in detail. Aspects and parts of aspects are independent of each other and can be combined in any manner. For example, any aspect or embodiment described in this document can be combined with any other aspect or embodiment, as long as the combinations achieved are technically feasible, or unless the contrary is mentioned. Generally, in embodiments, there may be a closed roof, or a roof with openings, over the electric power conversion device, and the cooling circuit with heat exchanger, or the roof may be closed, so that the openings in the side walls are the only openings through which air may reach the cooling circuit, heat exchanger and electric power conversion device.

[0014] According to aspects, in the railroad vehicle, the at least one side wall has a first opening as an inlet for the air flow and a second opening as an outlet for the air flow, and the heat exchanger is located between the first opening and the second opening; or the at least one opening serves both as an inlet opening and as an outlet opening for the air flow; or an inlet opening is located in a first side wall, and an outlet opening is located in a second side wall opposite to the first side wall, and wherein the inlet opening and the outlet opening are arranged at different distances with respect to an end portion of the railroad vehicle.

[0015] According to the invention, at least one inlet opening is located in a first side wall, and at least one inlet opening is located in a second side wall opposite to the first side wall, and wherein at least one outlet opening is located in a region upwards from the electric power conversion device.

[0016] According to aspects, at least one inlet opening in the side wall is followed by an air channel leading towards an inward of the railroad vehicle.

[0017] According to aspects, the electric power conversion device is a fluid-cooled transformer, a fluid-cooled motor, a fluid-cooled semiconductor switching device, or any combination of the former devices.

[0018] According to aspects, the fluid is at least one of: an Alkane, a Halocarbon, a Fluoroketone, a dielectric fluid oil such as in particular natural esters and/or synthetic esters or silicone oil or mineral oil, water, and fluids comprising water and additives.

[0019] According to aspects, the cooling circuit comprises tubes connecting the electric power-conversion device with the heat exchanger, and wherein optionally, the cooling circuit comprises: an evaporator portion, and a condenser portion located in the heat-exchanger, and is configured for two-phase-cooling.

[0020] According to aspects, the heat exchanger comprises cooling fins and/or tubes, and wherein optionally, at least a part of the heat exchanger is a part of, or mounted to, a housing of the electric power conversion device.

[0021] According to aspects, at least one of the inlet openings and the at least one outlet opening are arranged on substantially the same height level of the railroad vehicle.

[0022] According to aspects, the air flow is guided at least on a part of its path in the railroad vehicle by air guiding elements configured to confine and/ or direct the air flow.

[0023] According to aspects, at least a part of at least one opening may be actively opened and closed by at least one movable element.

[0024] According to aspects, a method of cooling an electric power conversion device includes that at least one side wall has a first opening as an inlet opening for the air flow, and a second opening as an outlet for the air flow, and wherein the heat exchanger is located between the first opening and the second opening; or that at least one opening serves both as an inlet opening and as an outlet opening for the air flow; or that an inlet opening is located in a first side wall, and an outlet opening is located in a second side wall opposite to the first side wall, and wherein the inlet opening and the outlet opening are arranged at different distances with respect to an end portion of the railroad vehicle.

[0025] According to the invention, at least one inlet opening is located in a first side wall, and at least one inlet opening is located in a second side wall opposite to the first side wall, wherein at least one outlet opening is located in a region upwards from the electric power conversion device.

[0026] According to aspects, the method further includes actively opening or closing at least a part of at least one opening with a movable element. According to aspects, the opening or closing is carried out in dependency of at least one of: the direction of movement of the railroad vehicle, and the travelling speed of the railroad vehicle.

[0027] Next, some aspects relating to digital technology and network integration are discussed. According to an aspect, the railroad vehicle may further comprise a network interface for connecting it to a data network in the railroad vehicle and/or in particular to a global data network. The data network may be a TCP/IP network such as Internet. The railroad vehicle, and in particular an included control unit, may be operatively connected to the network interface for carrying out commands received from the data networks in the train and/or the global data network. The commands may include a control command for controlling the cooling system as described in aspects, and to carry out a task such as changing parameters of the cooling system, for example by moving the control element controlling the air flow(s). In this case, the device/controller is adapted for carrying out the task in response to the control command. The commands may include a data request. In response to the data request, or without prior request, the apparatus may be adapted for sending measurement information (e.g., a measurement report including temperature(s) measured by at least one sensor in the electric power conversion device or in/at the cooling circuit) to the network interface, and the network interface is then adapted for sending the measurement information over the network in the train and/or the global network. The measurement information is preferably sent over the network as digital information. The commands may include an update command including update data. In this case, the control unit is adapted for initiating an update in response to the update command and using the update data. Thus, the control unit and/or the railroad vehicle may be partially or fully accessible over the data network.

[0028] The data network may be an Ethernet network using TCP/IP such as LAN, WAN or Internet.

[0029] The data network may also include a cellular network such as GSM, GPRS, 3G, 4G/LTE, or 5G. The data network may comprise distributed storage units such as Cloud. Depending on the application, the Cloud can be in form of public, private, hybrid or community Cloud.

[0030] Information which may be sent/received over the train data network or the global data network may include data, particularly measurement and sensor data, about the cooling circuit, the electric power conversion device, optionally the movable element, and other railroad vehicle status information. Control commands from the global data network or the train data network may be sent to the control unit in order to change parameters of the cooling circuit, e.g., by moving the movable elements to control the air flow, typically in dependency of parameters like temperature(s), power throughput in the electric power conversion device, outside temperature, direction of movement of the railroad vehicle, and speed of movement of the railroad vehicle.

Detailed Description of the Figures and Exemplary Embodiments

[0031] With respect to the drawings, only parts differing to a previously described embodiment or drawing are explicitly mentioned/described. With respect to the term "opening", it is understood that while the various openings described with respect to aspects and embodiments described herein are structurally similar or equal, they may have different functions and roles. In some embodiments, an opening is, independently from the movement direction of the vehicle, always an inlet opening and at the same time an outlet opening, while other openings may have a differing function (inlet or outlet), e.g., depending on the movement direction. Openings are generally described to have reference signs 40, 41, 45, 46, 47, 48, and their respective role in the specific embodiment is described with terms like "first opening", "second opening", while these terms shall not be regarded as a limitiation due to the potentially varying functions and roles of the individual openings, see above. Generally, the heat exchangers are typically configured so that a cooling air stream passes at least partially, or entirely, through the body of the heat exchanger.

[0032] Fig. 1 shows a top view on a roof section/portion of a railroad vehicle 1 according to embodiments, with elongation from left to right. The vehicle has an electric power conversion device 10, which in the embodiment is a transformer. A cooling circuit 15 (encircled by dashed line) for the electric power conversion device 10 comprises a fluid. The cooling circuit is thermally connected to the electric power-conversion device 10 and comprises two heat exchangers 20, 21 for dissipating thermal energy from the electric power-conversion device to surrounding air. In the embodiment, tubes 16 are provided to fluidly connect the electric power conversion device 10 with the heat exchangers 20, 21. Also in other embodiments described herein, tubes 16 are employed, in particular if the heat exchangers 20, 21 are not directly adjoined to the electric power conversion device 10. These tubes are omitted in most of the drawings for illustrational purposes. In opposing side walls 30, 31 of the railroad vehicle 1, openings 40, 41 are provided. On each side of the vehicle, a heat exchanger 20, 21 is arranged to be cooled by an air flow through the respective opening 40, 41. The air flow is caused by a movement of the railroad vehicle 1 during its operation. In Fig. 1, each opening 40, 41 serves as an inlet for the air stream and also as an outlet. The heat exchanger 20, 21 is arranged such that the air flow passing the opening 40, 41 cools the heat exchanger 20, 21.

[0033] The heat exchangers 20, 21 and the openings 40, 41 are located at a roof level of the railroad vehicle 1. Via the heat exchangers 20, 21, thermal energy from the electric power-conversion device 10 is dissipated to the air flow, and thus to air surrounding the vehicle. Thus, the heat exchangers 20, 21 are cooled by the air flow.

[0034] Certain classes of railroad vehicles require that the electric power conversion device 10 and heat exchangers 20, 21 are mounted at the roof level of the railroad vehicle 1. Having the heat exchangers 20, 21 located at a roof level of the railroad vehicle 1 allows for several improvements to cooling performance as compared to having the heat exchangers 20, 21 located at an underfloor level of the railroad vehicle 1. For example, heat exchangers 20, 21 located at an underfloor level may be damaged by debris which is prevalent at the underfloor level, requiring additional protection to prevent such damage. Further, the airflow available to heat exchangers 20, 21 at an underfloor level is typically turbulent with a high boundary layer thickness caused by other components at the underfloor level, such as the bogies of the railroad vehicle, leading to reduced cooling performance of the heat exchangers.

[0035] By contrast, railroad vehicles having the heat exchangers 20, 21 located at a roof level have several advantages compared to having the heat exchangers 20, 21 located at an underfloor level. In many railroad vehicles, side skirts already exist at a roof level along the length of the vehicle for aerodynamic and aesthetic reasons, while such side skirts are much less frequent at an underfloor level. Further, it is typically not possible to install such side skirts along the entire length of the vehicle at an underfloor level. Roof-level side skirts along the length of the vehicle provide a homogenous flow with lower turbulence and a low thickness boundary layer, providing conditions for improved cooling of heat exchangers 20, 21 located at a roof level of the railroad vehicle. Furthermore, improved cooling performance allows for smaller openings to be used for cooling heat exchangers 20, 21, thus reducing aerodynamic drag of the railroad vehicle.

[0036] Generally, in embodiments described herein, the electric power conversion device 10 may be a fluid-cooled transformer like in Fig. 1, a fluid-cooled motor, a fluid-cooled semiconductor switching device, or any combination of the former devices.

[0037] Generally, in embodiments, the fluid of the cooling circuit 15 may, as non-limiting examples, be an Alkane, a Halocarbon, a Fluoroketone, a dielectric fluid oil such as in particular natural esters and/or synthetic esters or silicone oil or mineral oil. Further, the fluid may be water, deionized water, or a fluid comprising water and additional components or additives, such as an anti-freezing agent, for example glycol.

[0038] Generally, in embodiments, the at least one heat exchanger 20, 21 may comprise cooling fins and/or tubes (not shown). Optionally, at least a part of the heat exchanger 20, 21 may be mounted to a housing 11 of the electric power conversion device 10, or the heat exchanger may be an integral part of the housing 11. In some embodiments, the housing 11 itself may serve as the heat exchanger.

[0039] Generally, the openings 40, 41, 45, 46, 47, 48 described herein are arranged on substantially the same height level of the railroad vehicle 1 at a roof level/portion A-A, see also Fig. 8.

[0040] In Fig. 2, a railroad vehicle 1 according to further embodiments is depicted. Therein, an inlet opening 45 for the air flow is located in a first side wall 30, and an outlet opening 46 is located in a second side wall 31 opposite to the first side wall 30. Thereby, the inlet opening and the outlet opening are arranged at different distances with respect to an end portion of the railroad vehicle 1, so that an air flow oblique to a longitudinal axis of the vehicle results. The air flow is guided at least on a part of its path in the railroad vehicle 1 by air guiding elements 60 configured to confine and/or direct the air flow. These may also be combined with other embodiments described herein.

[0041] Fig. 3 shows a railroad vehicle according to further embodiments, wherein in each side wall 30, 31, two openings are provided. Thus, one side wall 30 has a first opening 45 as an inlet for the air flow and a second opening 46 as an outlet for the air flow (which may be reversed when the vehicle changes direction of movement), wherein the heat exchanger 20 is located between the first opening 45 and the second opening 46, and on the other side it is located between inlet opening 47 and outlet opening 48.

[0042] Fig. 4 shows an embodiment where a transformer 10 and the heat exchanger 20 are provided side by side arranged in a longitudinal direction of the vehicle 1. In each side wall 30, 31, two openings 45, 46, 47, 48 are provided. Depending on the direction of movement, the openings in only one side wall 30, 31 work as inlet openings, while the openings on the respective other side work as outlet openings, and vice versa (air flow direction at each side wall 30, 31 is shown for a direction of movement in which the openings on this side serve as inlet openings, similar in Fig. 5). Additional to the openings as shown in prior embodiments, each combined with an air guiding member 60, confined air channels 50, 51, 52, 53 are employed leading from the openings towards an inward of the railroad vehicle 1, which may also be combined with other embodiments.

[0043] In Fig. 5, an embodiment similar to the one of Fig. 4 is shown, whereby two heat exchangers 20, 21 are provided for one power conversion device 10. Depending on the direction of movement of the vehicle, either of the two heat exchangers will be subjected to a stronger air flow than the second heat exchanger.

[0044] In Fig. 6A, an embodiment is shown, where two openings 45, 46 in the same side wall 30 serve as inlet and outlet opening, respectively. Thereby, the heat exchanger 20 is positioned to be in the air flow between both openings 45, 46. The electric power conversion device 10, here exemplarily shown as a transformer, is not in the main air stream in this case. The cooling circuit comprises at least one heat exchanger 20 for dissipating thermal energy from the electric power-conversion device 10 to the air of the air stream between openings 45, 46. The openings 45, 46 are both provided in one side wall 30 of the railroad vehicle 1. The air flow is caused by a movement of the railroad vehicle 1 during its operation. When the direction of movement of the vehicle changes, the openings 45, 46 change their role as inlet for the air stream and as outlet for the air stream. Thus, in both directions of movement, thermal energy from the electric power conversion device 10 is dissipated to the air outside of the railroad vehicle 1 via the fluid in the cooling circuit and the heat exchanger 20.

[0045] Fig. 6B shows an embodiment similar to that of Fig. 6A, but with additional openings 47, 48 in the opposite side wall 31, providing an additional air flow for the transformer 10. The transformer may be equipped with, e.g., cooling fins or tubes on its housing 11 to improve heat transfer to the air flow.

[0046] In Fig. 7, an embodiment based on that of Fig. 6A is shown, but with two power conversion devices 10, 10b, for example a transformer and a semiconductor switching unit. These are connected via tubes (not shown) to two heat exchangers 20, 21 located in the air flow between openings 45, 46. It is understood that also other numbers and combinations of power conversion devices 10 may be combined with other numbers of heat exchangers 20, 21. Also, one air flow/air stream as in Fig. 7, or more air streams as in Fig 6B may be employed according to embodiments. In embodiments described herein, at least a part of the at least one opening 40, 41, 45, 46, 47, 48 may actively be opened or closed with at least one movable element 65a, 65b, as exemplarily shown in Fig. 7. Generally, in embodiments, at least a part of at least one of the openings 40, 41, 45, 46, 47, 48 may be actively opened and closed by at least one movable element 65a, 65b. The opening or closing is typically controlled by a control unit, and carried out in dependency of at least one of: the direction of movement of the railroad vehicle 1, and the travelling speed of the railroad vehicle 1.

[0047] Fig. 8 shows a railroad vehicle 1 according to embodiments described herein, exemplarily and non-limiting with two openings 45, 46 at a roof section, exemplarily indicated by line A-A showing the roof level. Generally, all embodiments described herein may be realized at a roof level A-A. Further, the openings may also be provided at any height level between the roof level and the underfloor level B-B, and the various components like heat exchanger and electric power conversion device may also be arranged at different height levels with respect to each other.

[0048] Although specific features of various embodiments of the invention may be shown in some drawings and not in others, this is for convenience only. In accordance with the principles of the invention, any feature of a drawing may be referenced and/or claimed in combination with any feature of any other drawing.

[0049] This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. Especially, mutually non-exclusive features of the embodiments described above may be combined with each other. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims.

Claims

1. A railroad vehicle (1), comprising:

an electric power conversion device (10) located at the roof level of the railroad vehicle (1),

a cooling circuit (15) comprising a fluid, which is thermally connected to the electric power-conversion device (10) and comprises at least one heat-exchanger (20, 21) for dissipating thermal energy from the electric power-conversion device (10) to surrounding air,

wherein a first side wall (30, 31) of the railroad vehicle (1) comprises at least one inlet opening (40, 41, 45, 46, 47, 48) and a second side wall (30, 31) opposite to the first side wall (30, 31) comprises at least another inlet opening (40, 41, 45, 46, 47, 48),

wherein at least one outlet opening (40, 41, 45, 46, 47, 48) is located in a region upwards from the electric power conversion device (10), and

wherein the at least one heat exchanger (20, 21) is arranged to be cooled by an air flow through at least one of the inlet openings (40, 41, 45, 46, 47, 48) caused by a movement of the railroad vehicle (1),

wherein the at least one heat exchanger (20, 21) and at least one of the inlet openings (40, 41, 45, 46, 47, 48) are located at a roof level of the railroad vehicle (1).

2. The railroad vehicle of any preceding claim, wherein at least one inlet opening (40, 41, 45, 46, 47, 48) in the side wall (30, 31) is followed by an air channel (50, 51, 52, 53) leading towards an inward of the railroad vehicle.

3. The railroad vehicle of any preceding claim, wherein the electric power conversion device (10) is a fluid-cooled transformer, a fluid-cooled motor, a fluid-cooled semiconductor switching device, or any combination of the former devices.

4. The railroad vehicle of any preceding claim, wherein the fluid is at least one of: an Alkane, a Halocarbon, a Fluoroketone, a dielectric fluid oil such as in particular natural esters and/or synthetic esters or silicone oil or mineral oil, water, and fluids comprising water and additives.

5. The railroad vehicle of any preceding claim, wherein the cooling circuit (15) comprises tubes (16) connecting the electric power-conversion device (10) with the heat exchanger (20, 21), and wherein optionally, the cooling circuit (15) comprises: an evaporator portion (17), and a condenser portion (18) located in the heat-exchanger (15), and is configured for two-phase-cooling.

6. The railroad vehicle of any preceding claim, wherein the heat exchanger (20, 21) comprises cooling fins and/or tubes, and wherein optionally, at least a part of the heat exchanger (20, 21) is a part of, or mounted to, a housing (11) of the electric power conversion device (10).

7. The railroad vehicle of any preceding claim, wherein at least one of the inlet openings (40, 41, 45, 46, 47, 48) and the at least one outlet opening (40, 41, 45, 46, 47, 48) are arranged on substantially the same height level of the railroad vehicle (1).

8. The railroad vehicle of any preceding claim, wherein the air flow is guided at least on a part of its path in the railroad vehicle (1) by at least one air guiding element (60) configured to confine and/or direct the air flow.

9. The railroad vehicle of any preceding claim, wherein at least a part of at least one opening (40, 41, 45, 46, 47, 48) may be actively opened and closed by at least one movable element (65a, 65b).

10. The railroad vehicle according to any one of the preceding claims, further comprising a control unit, and a network interface for connecting the control unit to a data network which may be a data network of the train and/or a wide area network, optionally the internet, and wherein the control unit is operatively connected to the network interface for sending at least one of: information about the cooling circuit, the electric power conversion device, optionally the at least one movable element (65a, 65b), and railroad vehicle (1) status information as digital information to the data network, wherein the network interface is preferably configured to transceive digital signal/data between the control unit and the data network, and wherein the digital signal/data includes operational command(s) and/or information about the railroad vehicle and/or the electric power conversion device and/or the cooling circuit and/or optionally the movable element to the data network.

11. A method (100) for cooling an electric power conversion device (10) located at the roof level of a railroad vehicle (1), including:

guiding an air flow from a side of the railroad vehicle (1) through an at least one inlet opening (40, 41, 45, 46, 47, 48) in a first side wall (30, 31) of the railroad vehicle;

guiding the air flow to a heat exchanger (20, 21) being part of a cooling circuit (15) comprising a fluid, the cooling circuit being connected to the electric power conversion device (10);

dissipating thermal energy from the electric power conversion device (10) via the at least one heat exchanger (20, 21) to the air flow;

guiding the air flow out through an at least one inlet opening (40, 41, 45, 46, 47, 48),

wherein the heat exchanger (20, 21) and the at least one inlet opening (40, 41, 45, 46, 47, 48) are located at a roof level of the railroad vehicle (1),

wherein a second side wall (30, 31) opposite to the first side wall (30, 31) comprises at least another inlet opening (40, 41, 45, 46, 47, 48), and

wherein at least one outlet opening (40, 41, 45, 46, 47, 48) is located in a region upwards from the electric power conversion device (10).

12. The method of claim 11, further comprising:
actively opening or closing at least a part of at least one opening (40, 41, 45, 46, 47, 48) with at least one movable element (65a, 65b).

13. The method of claim 12, wherein the opening or closing is carried out in dependency of at least one of: the direction of movement of the railroad vehicle (1), and the travelling speed of the railroad vehicle (1).

Ansprüche

1. Schienenfahrzeug (1), das Folgendes umfasst:

eine elektrische Leistungsumrichtungsvorrichtung (10), die auf der Dachebene des Schienenfahrzeugs (1) angeordnet ist,

einen Kühlkreis (15), der ein Fluid umfasst, der thermisch mit der elektrischen Leistungsumrichtungsvorrichtung (10) verbunden ist und mindestens einen Wärmetauscher (20, 21) zum Abführen von thermischer Energie von der elektrischen Leistungsumrichtungsvorrichtung (10) an Umgebungsluft umfasst,

wobei eine erste Seitenwand (30, 31) des Schienenfahrzeugs (1) mindestens eine Einlassöffnung (40, 41, 45, 46, 47, 48) umfasst und eine zweite Seitenwand (30, 31) gegenüber der ersten Seitenwand (30, 31) mindestens eine weitere Einlassöffnung (40, 41, 45, 46, 47, 48) umfasst,

wobei mindestens eine Auslassöffnung (40, 41, 45, 46, 47, 48) in einem Bereich oberhalb der elektrischen Leistungsumrichtungsvorrichtung (10) angeordnet ist, und wobei der mindestens eine Wärmetauscher (20, 21) so angeordnet ist, dass er durch einen Luftstrom durch mindestens eine der Einlassöffnungen (40, 41, 45, 46, 47, 48) gekühlt wird, der durch eine Bewegung des Schienenfahrzeugs (1) verursacht wird,

wobei der mindestens eine Wärmetauscher (20, 21) und mindestens eine der Einlassöffnungen (40, 41, 45, 46, 47, 48) auf einer Dachebene des Schienenfahrzeugs (1) angeordnet sind.

2. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, wobei auf mindestens eine Einlassöffnung (40, 41, 45, 46, 47, 48) in der Seitenwand (30, 31) ein Luftkanal (50, 51, 52, 53) folgt, der zu einem Inneren des Schienenfahrzeugs führt.

3. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, wobei die elektrische Leistungsumrichtungsvorrichtung (10) ein fluidgekühlter Transformator, ein fluidgekühlter Motor, eine fluidgekühlte Halbleiterschaltvorrichtung oder eine beliebige Kombination aus den vorgenannten Vorrichtungen ist.

4. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, wobei das Fluid mindestens eines von einem Alkan, einem Halogenkohlenwasserstoff, einem Fluorketon, einem dielektrischen Fluidöl wie etwa insbesondere natürlichen Estern und/oder synthetischen Estern oder Siliconöl oder Mineralöl, Wasser und Fluiden, die Wasser und Additive umfassen, ist.

5. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, wobei der Kühlkreis (15) Rohre (16) umfasst, die die elektrische Leistungsumrichtungsvorrichtung (10) mit dem Wärmetauscher (20, 21) verbinden, und wobei optional der Kühlkreis (15) Folgendes umfasst: einen Verdampferabschnitt (17) und einen Kondensatorabschnitt (18), der in dem Wärmetauscher (15) angeordnet und für eine Zweiphasenkühlung ausgelegt ist.

6. Schienenfahrzeug nach einem vorhergehenden Anspruch, wobei der Wärmetauscher (20, 21) Kühlrippen und/oder Rohre umfasst, und wobei optional zumindest ein Teil des Wärmetauschers (20, 21) ein Teil eines Gehäuses (11) der elektrischen Leistungsumrichtungsvorrichtung (10) oder daran montiert ist.

7. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, wobei mindestens eine der Einlassöffnungen (40, 41, 45, 46, 47, 48) und die mindestens eine Auslassöffnung (40, 41, 45, 46, 47, 48) auf im Wesentlichen derselben Höhenebene des Schienenfahrzeugs (1) angeordnet sind.

8. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, wobei der Luftstrom zumindest auf einem Teil seines Pfads in dem Schienenfahrzeug (1) durch mindestens ein Luftführungselement (60) geführt wird, das dazu ausgelegt ist, den Luftstrom zu begrenzen und/oder zu leiten.

9. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, wobei zumindest ein Teil mindestens einer Öffnung (40, 41, 45, 46, 47, 48) durch mindestens ein bewegliches Element (65a, 65b) aktiv geöffnet und geschlossen werden kann.

10. Schienenfahrzeug nach einem der vorhergehenden Ansprüche, das ferner eine Steuereinheit und eine Netzwerkschnittstelle zum Verbinden der Steuereinheit mit einem Datennetzwerk umfasst, das ein Datennetzwerk des Zugs und/oder ein Weitverkehrsnetz, optional das Internet, sein kann, und wobei die Steuereinheit mit der Netzwerkschnittstelle wirkverbunden ist zum Senden von mindestens einem von: Informationen über den Kühlkreis, die elektrische Leistungsumrichtungsvorrichtung, optional das mindestens eine bewegliche Element (65a, 65b), und Statusinformationen des Schienenfahrzeugs (1) als digitale Informationen an das Datennetzwerk, wobei die Netzwerkschnittstelle vorzugsweise dazu ausgelegt ist, (ein) digitale(s) Signal/Daten zwischen der Steuereinheit und dem Datennetzwerk zu senden und zu empfangen, und wobei das/die digitale(n) Signal/Daten Betriebsbefehl(e) und/oder Informationen über das Schienenfahrzeug und/oder die elektrische Leistungsumrichtungsvorrichtung und/oder den Kühlkreis und/oder optional das bewegliche Element an das Datennetzwerk umfasst/umfassen.

11. Verfahren (100) zum Kühlen einer elektrischen Leistungsumrichtungsvorrichtung (10), die auf der Dachebene des Schienenfahrzeugs (1) angeordnet ist, umfassend:

Führen eines Luftstroms von einer Seite des Schienenfahrzeugs (1) durch mindestens eine Einlassöffnung (40, 41, 45, 46, 47, 48) in einer ersten Seitenwand (30, 31) des Schienenfahrzeugs;

Führen des Luftstroms zu einem Wärmetauscher (20, 21), der Teil eines Kühlkreises (15) ist, der ein Fluid umfasst, wobei der Kühlkreis mit der elektrischen Leistungsumrichtungsvorrichtung (10) verbunden ist;

Abführen von thermischer Energie von der elektrischen Leistungsumrichtungsvorrichtung (10) über den mindestens einen Wärmetauscher (20, 21) zu dem Luftstrom;

Herausführen des Luftstroms durch mindestens eine Einlassöffnung (40, 41, 45, 46, 47, 48),

wobei der Wärmetauscher (20, 21) und die mindestens eine Einlassöffnung (40, 41, 45, 46, 47, 48) auf einer Dachebene des Schienenfahrzeugs (1) angeordnet sind,

wobei eine zweite Seitenwand (30, 31) gegenüber der ersten Seitenwand (30, 31) mindestens eine weitere Einlassöffnung (40, 41, 45, 46, 47, 48) umfasst, und

wobei mindestens eine Auslassöffnung (40, 41, 45, 46, 47, 48) in einem Bereich oberhalb der elektrischen Leistungsumrichtungsvorrichtung (10) angeordnet ist.

12. Verfahren nach Anspruch 11, das ferner Folgendes umfasst:
aktives Öffnen oder Schließen zumindest eines Teils mindestens einer Öffnung (40, 41, 45, 46, 47, 48) mit mindestens einem beweglichen Element (65a, 65b).

13. Verfahren nach Anspruch 12, wobei das Öffnen oder Schließen in Abhängigkeit von mindestens einem von Folgendem durchgeführt wird: der Bewegungsrichtung des Schienenfahrzeugs (1) und der Fahrgeschwindigkeit des Schienenfahrzeugs (1).

Revendications

1. Véhicule ferroviaire (1), comprenant :

un dispositif de conversion de puissance électrique (10) situé au niveau du toit du véhicule ferroviaire (1),

un circuit de refroidissement (15) comprenant un fluide, qui est thermiquement connecté au dispositif de conversion de puissance électrique (10) et comprend au moins un échangeur de chaleur (20, 21) pour dissiper de l'énergie thermique provenant du dispositif de conversion de puissance électrique (10) vers l'air environnant,

dans lequel une première paroi latérale (30, 31) du véhicule ferroviaire (1) comprend au moins une ouverture d'entrée (40, 41, 45, 46, 47, 48) et une deuxième paroi latérale (30, 31) opposée à la première paroi latérale (30, 31) comprend au moins une autre ouverture d'entrée (40, 41, 45, 46, 47, 48),

dans lequel au moins une ouverture de sortie (40, 41, 45, 46, 47, 48) est située dans une région vers le haut à partir du dispositif de conversion de puissance électrique (10), et

dans lequel l'au moins un échangeur de chaleur (20, 21) est agencé pour être refroidi par un écoulement d'air à travers au moins une des ouvertures d'entrée (40, 41, 45, 46, 47, 48) provoqué par un déplacement du véhicule ferroviaire (1),

dans lequel l'au moins un échangeur de chaleur (20, 21) et au moins une des ouvertures d'entrée (40, 41, 45, 46, 47, 48) sont situés à un niveau de toit du véhicule ferroviaire (1).

2. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel au moins une ouverture d'entrée (40, 41, 45, 46, 47, 48) dans la paroi latérale (30, 31) est suivie d'un canal d'air (50, 51, 52, 53) menant vers un intérieur du véhicule ferroviaire.

3. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel le dispositif de conversion de puissance électrique (10) est un transformateur refroidi par fluide, un moteur refroidi par fluide, un dispositif de commutation à semiconducteur refroidi par fluide, ou une combinaison quelconque des dispositifs précédents.

4. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel le fluide est au moins un fluide parmi un alcane, un halocarbone, une fluorocétone, une huile fluide diélectrique telle qu'en particulier des esters naturels et/ou des esters synthétiques ou de l'huile de silicone ou de l'huile minérale, de l'eau, et des fluides comprenant de l'eau et des additifs.

5. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel le circuit de refroidissement (15) comprend des tubes (16) connectant le dispositif de conversion de puissance électrique (10) avec l'échangeur de chaleur (20, 21), et dans lequel facultativement, le circuit de refroidissement (15) comprend : une portion évaporateur (17), et une portion condenseur (18) située dans l'échangeur de chaleur (15), et est configurée pour un refroidissement biphasé.

6. Véhicule ferroviaire selon l'une quelconque des revendications précédentes , dans lequel l'échangeur de chaleur (20, 21) comprend des ailettes et/ou des tubes de refroidissement, et dans lequel facultativement, au moins une partie de l'échangeur de chaleur (20, 21) fait partie de, ou est montée sur, un logement (11) du dispositif de conversion de puissance électrique (10).

7. Véhicule ferroviaire selon l'une quelconque des revendications précédentes , dans lequel au moins une des ouvertures d'entrée (40, 41, 45, 46, 47, 48) et l'au moins une ouverture de sortie (40, 41, 45, 46, 47, 48) sont agencées substantiellement au même niveau de hauteur du véhicule ferroviaire (1).

8. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel l'écoulement d'air est guidé au moins sur une partie de son trajet dans le véhicule ferroviaire (1) par au moins un élément de guidage d'air (60) configuré pour confiner et/ou diriger l'écoulement d'air.

9. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel au moins une partie d'au moins une ouverture (40, 41, 45, 46, 47, 48) peut être activement ouverte et fermée par au moins un élément mobile (65a, 65b).

10. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, comprenant en outre une unité de commande, et une interface réseau pour connecter l'unité de commande à un réseau de données qui peut être un réseau de données du train et/ou un réseau étendu, facultativement l'Internet, et dans lequel l'unité de commande est opérationnellement connectée à l'interface réseau pour envoyer au moins un élément parmi : des informations sur le circuit de refroidissement, le dispositif de conversion de puissance électrique, facultativement l'au moins un élément mobile (65a, 65b), et des informations d'état de véhicule ferroviaire (1) en tant qu'informations numériques au réseau de données, dans lequel l'interface réseau est de préférence configurée pour émettre et recevoir un signal/des données numérique(s) entre l'unité de commande et le réseau de données, et dans lequel le signal/les données numérique(s) incluent une/des commande(s) opérationnelle(s) et/ou des informations sur le véhicule ferroviaire et/ou le dispositif de conversion de puissance électrique et/ou le circuit de refroidissement et/ou facultativement l'élément mobile au réseau de données.

11. Procédé (100) de refroidissement d'un dispositif de conversion de puissance électrique (10) situé au niveau du toit d'un véhicule ferroviaire (1), incluant :

le guidage d'un écoulement d'air à partir d'un côté du véhicule ferroviaire (1) à travers au moins une ouverture d'entrée (40, 41, 45, 46, 47, 48) dans une première paroi latérale (30, 31) du véhicule ferroviaire ;

le guidage de l'écoulement d'air vers un échangeur de chaleur (20, 21) faisant partie d'un circuit de refroidissement (15) comprenant un fluide, le circuit de refroidissement étant connecté au dispositif de conversion de puissance électrique (10) ;

la dissipation de l'énergie thermique provenant du dispositif de conversion de puissance électrique (10) par l'intermédiaire de l'au moins un échangeur de chaleur (20, 21) vers l'écoulement d'air ;

le guidage de l'écoulement d'air à travers au moins une ouverture d'entrée (40, 41, 45, 46, 47, 48),

dans lequel l'échangeur de chaleur (20, 21) et l'au moins une ouverture d'entrée (40, 41, 45, 46, 47, 48) sont situés à un niveau de toit du véhicule ferroviaire (1). dans lequel une deuxième paroi latérale (30, 31) opposée à la première paroi latérale (30, 31) comprend au moins une autre ouverture d'entrée (40, 41, 45, 46, 47, 48), et

dans lequel au moins une ouverture de sortie (40, 41, 45, 46, 47, 48) est située dans une région vers le haut à partir du dispositif de conversion de puissance électrique (10).

12. Procédé selon la revendication 11, comprenant en outre :
l'ouverture ou la fermeture active d'au moins une partie d'au moins une ouverture (40, 41, 45, 46, 47, 48) avec au moins un élément mobile (65a, 65b).

13. Procédé selon la revendication 12, dans lequel l'ouverture ou la fermeture est réalisée en fonction d'au moins un élément parmi : la direction de déplacement du véhicule ferroviaire (1), et la vitesse de circulation du véhicule ferroviaire (1).

Drawing