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1. CA2797776 - VEHICLE FRONT-END HAVING REDUCED CROSSWIND SENSITIVITY

Amt
Kanada
Aktenzeichen/Anmeldenummer 2797776
Anmeldedatum 28.04.2011
Veröffentlichungsnummer 2797776
Veröffentlichungsdatum 03.11.2011
Erteilungsnummer
Erteilungsdatum 15.01.2019
Veröffentlichungsart C
IPC
B61D 17/02
BSektion B Arbeitsverfahren; Transportieren
61Eisenbahnen
DEinzelheiten oder Arten des Wagenaufbaus von Eisenbahnfahrzeugen
17Bauliche Einzelheiten des Wagenaufbaus
02Vermindern des Luftwiderstandes durch besondere Formgebung
CPC
B61D 17/02
BPERFORMING OPERATIONS; TRANSPORTING
61RAILWAYS
DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
17Construction details of vehicle bodies
02reducing air resistance by modifying contour ; ; Constructional features for fast vehicles sustaining sudden variations of atmospheric pressure, e.g. when crossing in tunnels
Y02T 30/00
YSECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
30Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Anmelder BOMBARDIER TRANSPORTATION GMBH
Prioritätsdaten 10161538.3 29.04.2010 EP
10168073 01.07.2010 EP
Titel
(EN) VEHICLE FRONT-END HAVING REDUCED CROSSWIND SENSITIVITY
(FR) TETE DE VEHICULE PRESENTANT UNE SENSIBILITE REDUITE AUX VENTS LATERAUX
Zusammenfassung
(EN)

The present invention relates to a vehicle, in particular a rail vehicle for
high-speed traffic,
having a wagon body (102) which is supported on at least one running gear
(103), wherein
the wagon body (102) defines a vehicle longitudinal direction, a vehicle
transverse direction
and a vehicle height direction. The wagon body (102) has a body section (104)
and an
adjacent head section (105), wherein the head section (105; 205; 305) is
configured to form
a free vehicle end (101.1) during operation and along the vehicle longitudinal
direction,
tapers at least in the vehicle height direction towards the free vehicle end
(101.1). The head
section (105) has an outer skin (102.1) and a flow separation unit (107)
extending in the
vehicle longitudinal direction and/or the vehicle height direction for
reducing sensitivity of the
vehicle to crosswind. The flow separation unit (107) comprises a roof-like
protrusion (107.2)
formed by the outer skin (102.1), wherein the roof-like protrusion (107.2), in
the vehicle
transverse direction, is spaced from a vehicle longitudinal centre plane. The
roof-like
protrusion (107.2) has a first roof section (107.3) facing towards the vehicle
longitudinal
centre plane, a second roof section (107.4) facing away from the vehicle
longitudinal centre
plane and a ridge section (107.5) forming a transition between the first roof
section (107.3)
and the second roof section (107.4). Furthermore, the first roof section
(107.3) and the
second roof section (107.4) run inclined to one another such that, at a
nominal operating
speed of the rail vehicle and with an oblique flow against the roof-like
protrusion (107.2) by
an air flow, in particular caused by crosswind, coming from the vehicle
longitudinal centre
plane, the ridge section (107.5) forms a flow separation edge for the air
flow.