Patent Publication Number: US-2023139958-A1

Title: Device for cooling a component intended to be fitted to a vehicle and associated vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority to French Patent Application No. 21 11611 filed on Nov. 2, 2021, the disclosure of which including the specification, the drawings, and the claims is hereby incorporated by reference in its entirety. 
     TECHNICAL FIELD 
     This invention relates to a device for cooling a component intended to be fitted to a vehicle, in particular a railway vehicle. 
     BACKGROUND 
     In order to free up space in the vehicle interior, components, such as wound components, are usually attached to the outside of the vehicle body, particularly under the body or on the roof of the vehicle. 
     Wound components are likely to generate heat during operation, particularly through Joule heat loss, and must be cooled to avoid overheating. 
     Such components are usually cooled by natural ventilation, without channelling an air flow. 
     The disadvantage of this type of cooling, however, is that it requires a large amount of space under the vehicle body or roof to allow a sufficiently large quantity of air to circulate around the component to cool it. 
     However, the space available under the body or roof of the vehicle, particularly due to the proximity of the various components to each other, is generally limited and may not allow sufficient airflow around each component. 
     In addition, the air turbulence caused by the movement of the vehicle disturbs the air flow, making such cooling unreliable. 
     It is also known to cool such components by means of a forced cooling device, for example by means of a fan or a heat pump circuit. 
     However, due to its energy consumption, such a cooling system is inefficient and increases the energy impact of the vehicle. 
     In addition, such a cooling device requires additional maintenance to ensure its operation and is generally noisy. 
     SUMMARY OF THE INVENTION 
     One of the aims of the invention is to provide a device for cooling such a component that is economical, low energy and low volume, while allowing reliable cooling of the component. 
     Thus, the invention relates to a device for cooling a component intended to be fitted to a vehicle, in particular a railway vehicle, intended to move in a longitudinal direction, said component comprising a first side face and a second side face opposite to each other and cooling channels running through the component between the first side face and the second side face, the cooling device comprising a first opening, a second opening and a set of baffles configured such that movement of the vehicle in the longitudinal direction generates a flow of air into one of the first opening and the second opening and out of the other, the set of baffles being configured to guide the flow of air through the cooling channels of the component. 
     The use of the airflow generated by the vehicle’s movement allows passive cooling of the component without energy consumption. 
     In addition, guiding the air flow through the set of baffles through the component’s cooling channels allows the component to be cooled efficiently, regardless of the direction of travel of the vehicle. 
     According to particular embodiments of the invention, the device comprises one or more of the following features taken in isolation or in any combination that is technically possible:
     the first opening and the second opening are arranged laterally on the same side of the component;   the baffle assembly is configured to guide the airflow through the component transversely in a first transverse direction through a first group of cooling channels and then in a second opposite transverse direction through a second group of cooling channels or vice versa;   the baffle assembly comprises an intermediate baffle arranged on one of the first side face and the second side face of the component to guide the air flow exiting from the cooling channels of the first group to the channels of the second group or vice versa;   the cooling device comprises an inner baffle arranged within the component to prevent a flow of air longitudinally through the component;   the inner baffle extends between the first side face and the second side face of the component and divides the component into a first region and a second region;   at least one cooling channel is arranged in the first region and at least one cooling channel is arranged in the second region;   the cooling device comprises a first grille across the first opening and/or a second grille across the second opening;   the cooling device is configured such that when the vehicle moves in a first direction, the airflow flows from the first opening to the second opening, and when the vehicle moves in a second direction opposite to the first direction, the airflow flows from the second opening to the first opening.   

     The invention also relates to a vehicle, in particular a railway vehicle, intended to travel in a longitudinal direction, the vehicle comprising a component comprising a first side face and a second side face opposite each other and cooling channels passing through the component extending between the first side face and the second side face, and a device for cooling said component as described above. 
    
    
     
       BRIEF DESCIPTION OF THE DRAWINGS 
       The invention will be better understood upon reading the following description, given only as an example, and with reference to the attached drawings, in which: 
         FIG.  1    is a side view of a vehicle comprising a device for cooling a component according to the invention under the vehicle body and a device for cooling a component according to the invention on the vehicle roof; 
         FIG.  2    is a bottom view of two cooling devices according to the invention, with the vehicle moving in a first forward direction; and 
         FIG.  3    is a bottom view of two cooling devices according to the invention, with the vehicle moving in a second direction opposite to the first direction. 
     
    
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
       FIG.  1    shows a vehicle  10  with modules  11 , each module  11  comprising a component  12  and a cooling device  14  for said component  12 . 
     The vehicle  10  is for example a railway vehicle or a road vehicle, such as a bus. 
     The vehicle  10  is intended to move along a longitudinal direction L-L′ in a first direction S 1  and/or in a second direction S 2  opposite to the first direction S 1 . The first direction S 1  corresponds, for example, to a forward movement of the vehicle  10 , the second direction S 2  corresponds to a rearward movement. 
     In case the vehicle  10  is a railway vehicle as shown in  FIG.  1   , the longitudinal direction L-L′ corresponds to the direction of rails  16  of a railway track on which the railway vehicle  10  runs. 
     In all that follows, the orientations are the usual orientations of a vehicle. Thus, the terms “front”, “rear”, “left”, “right”, “top”, “bottom”, “longitudinal”, “transverse” and “vertical” are understood to refer to the first direction S 1  of forward movement of the vehicle  10 . 
     The vehicle  10  comprises a body  18  defining a roof  19  and a lower body  20  and wheels  22  mounted under the lower body  20 . The wheels  22  support the vehicle  10 . In the case of a railway vehicle  10 , the wheels  22  run on the rails  16 . 
     The roof  19  is the upper part of the body  18 . 
     The lower part of the body  18  is called the lower body  20 . 
     As can be seen in  FIG.  2   , each of the roof  19  and the lower body  20  defines two longitudinal edges  21  opposite each other and corresponding, for example, to a right and a left edge of the lower body  20 , respectively the roof  19 . 
     Each module  11  is attached to the outside of the body  18  of the vehicle  10 , and in particular under the lower body  20  or on the roof  19 . 
     As shown in  FIG.  2   , the modules  11  are advantageously fixed in pairs either under the lower body  20  or on the roof  19  of the vehicle  10 . 
     The two modules  11  of a pair are for example symmetrical with respect to a median longitudinal plane of the vehicle  10 . The longitudinal median plane of the vehicle  10  is defined as the vertical plane passing through a line parallel to the longitudinal direction L-L′ and dividing the vehicle  10  into a right part and a left part. 
     Each of the two modules  11  is arranged in the vicinity of a respective one of the two longitudinal edges  21  on the right or left side of the lower body  20  or the roof  19  respectively. 
     As the two modules  11  of the same pair are similar, only the module  11  on the right-hand side in  FIG.  2    will be described in the following. 
     In operation, the component  12  generates heat, particularly when the vehicle  10  is in motion and moving in the longitudinal direction L-L′. 
     As illustrated in  FIG.  1   , the component  12  is for example a coiled component, i.e. a component comprising a coil  32 . 
     During operation, such a component  12  generates heat losses by Joule effect. 
     The coil  32  is, for example, a dry-type inductor, in particular a coil using resin-based insulation. 
     Preferably, the component  12  generates heat loss only when the vehicle  10  is in motion. The component  12  does not generate heat loss when the vehicle  10  is stationary. 
     The component  12  is for example an element of the vehicle traction device  10 , i.e. the device generating the traction force of the vehicle. Component  12  is for example a traction transformer. 
     Alternatively, component  12  is an electronic component, such as a resistor or a brake resistor assembly. 
     The component  12  is advantageously housed in a casing  34 . 
     The casing  34  defines a rear face  36 , a front face  38 , a first side face  40  and a second side face  42  of the component  12 . 
     The rear face  36  and the front face  38  of the component  12  extend substantially perpendicular to the longitudinal direction L-L′. 
     The first and second side faces  40 ,  42  of component  12  extend substantially parallel to the longitudinal direction L-L′. 
     The first side face  40  of the component  12  is located in the vicinity of one of the right or left longitudinal edges  21  of the lower body  20 , respectively of the roof  19 , and the second side face  42  of the component  12  is distant from said longitudinal edge  21 , being transversely offset towards the middle of the body  18  with respect to the first side face  40 . 
     The component  12  further comprises cooling channels  44  passing through the component  12  between the first side face  40  and the second side face  42 . 
     Each cooling channel  44  defines a passageway allowing air to pass through the component  12  between the first side face  40  and the second side face  42 , so as to cool said component  12 . 
     As shown in  FIG.  2   , the cooling channels  44  are parallel to each other and extend in a transverse direction T-T′ perpendicular to the longitudinal direction L-L′. 
     The cooling channels  44  are substantially parallel to the rear  36  and front  38  faces of the component  12 . 
     The component  12  comprises at least two cooling channels  44  spaced apart from each other in the longitudinal direction L-L′. 
     The cooling device  14  of the component  12  comprises a first opening  46 , a second opening  48  and a set of baffles  50 . 
     The first and second openings  46 ,  48  are capable of allowing an air flow F 1 , F 2  generated by the movement of the vehicle in the longitudinal direction L-L′ to enter and leave the module  11 . 
     The air flow F 1 , F 2  is thus generated in a direction parallel to the longitudinal direction L-L′ and is oriented relative to the vehicle  10  against the direction of travel of the vehicle  10 . 
     For example, as shown in  FIG.  2   , when the vehicle is travelling in the first direction S 1  towards the front of the vehicle  10 , the airflow F 1  is directed relative to the module  11  in the second direction S 2 . 
     When the vehicle is travelling in the first direction S 1 , the airflow F 1  enters parallel to the longitudinal direction L-L′ through the first opening  46  and exits through the second opening  48 . 
     When the vehicle is travelling in the second direction S 2 , the air flow F 2  enters parallel to the longitudinal direction L-L′ through the second opening  48  and exits through the first opening  46 . 
     In one embodiment, the first opening  46  faces forward and the second opening  48  faces backwards. 
     Preferably, the first opening  46  is oriented in the longitudinal direction L-L′ in the first direction S 1  and the second opening  48  is oriented in the longitudinal direction L-L′ in the second direction S 2 . 
     Advantageously, the first opening  46  and the second opening  48  are arranged laterally on the same side of the component  12 . 
     In other words, the first opening  46  and the second opening  48  are arranged in the vicinity of the same side face  40  of the component  12 . 
     Advantageously, as illustrated in  FIG.  2   , the first opening  46  and the second opening  48  are arranged in the vicinity of the first side face  40  of the component  12  located in the vicinity of one of the right or left longitudinal edges  21  of the lower body  20 , respectively the roof  19 . 
     Such an arrangement of openings (first opening  46  and second opening  48 ) adjacent to a longitudinal edge  21  has the advantage of allowing a larger volume of air to enter than if the openings were offset towards the middle of the body  18 . 
     Advantageously, a first grid  52  is arranged across the first opening  46 . 
     Advantageously, a second grid  53  is also arranged across the second opening  48 . 
     Each grid (first grid  52  or second grid  53 ) is configured to allow air to enter and exit through the corresponding aperture (first opening  46  or second opening  48 ) while filtering out impurities, such as heavy ballast and other surface debris. Such impurities could damage the component  12  and/or block the openings  46 ,  48 . 
     The set of baffles  50  is configured to guide the airflow F 1 , F 2  entering one of the first opening  46  and the second opening  48  and exiting the other through the cooling channels  44  of the component  12 . 
     The set of baffles  50  is thus configured to deflect the airflow F 1 , F 2  horizontally. 
     For example, if the vehicle is travelling in the first direction S 1  as shown in  FIG.  2   , the airflow F 1  enters through the first opening  46  in the longitudinal direction L-L′ and is directed backwards in the second direction S 2 . The set of baffles  50  deflects the airflow F 1  to flow in the transverse direction T-T′ through the cooling channels  44  of the component  12 . 
     The set of baffles  50  is also configured to divert the air flow F 1  exiting the cooling channels  44  in the transverse direction T-T′ so that the air flow F 1  can exit through the second opening  48 , here in the longitudinal direction L-L′. 
     The set of baffles  50  comprises, for example, a first baffle  54  arranged to horizontally divert an airflow F 1 , F 2  entering or exiting through the first opening  46  and a second baffle  56  arranged to horizontally divert an airflow F 1 , F 2  entering or exiting through the second opening  48 . 
     As illustrated in  FIG.  2   , each of the first and second baffles  54 ,  56  is angled, for example, in particular in the shape of a quarter circle, and extends between the first side face  40  of the component  12  and the corresponding one of the first opening  46  and the second opening  48 , so as to deflect the air flow F 1 , F 2  through an angle of 90°. 
     The first baffle  54  and the second baffle  56  each form a scoop to collect the air flow F 1 , F 2  generated by the movement of the vehicle and guide it to the cooling channels  44  of the component  12 . 
     In the embodiment of the invention illustrated in  FIG.  2   , the set of baffles  50  is configured such that, during movement of the vehicle  10  in the first direction S 1 , the airflow F 1  is guided through the component  12  transversely in a first transverse direction T 1  through a first group  58  of cooling channels  44 , and then in a second opposite transverse direction T 2  through a second group  60  of cooling channels  44 . The first group  58  and the second group  60  are distinct. 
     More particularly, the first opening  46  and the second opening  48  being disposed in proximity to the first side face  40  of the component  12 , the set of baffles  50  is configured to guide the airflow F 1  through the component  12  in a first transverse direction T 1  from the first side face  40  to the second side face  42  and then in a second opposite transverse direction T 2  from the second side face  42  to the first side face  40 . As illustrated in  FIG.  3   , in a reverse manner, during movement of the vehicle  10  in the second direction S 2 , the set of baffles  50  is configured to guide the airflow F 2  through the component  12  transversely in the second transverse direction T 2  through the second group of cooling channels  60  and then in the opposite first transverse direction T 1  through the first group  58  of cooling channels  44 . 
     The first group  58  comprises the cooling channel or channels  44  closest to the front face  38  of the component  12  and the second group  60  comprises the cooling channel or channels  44  closest to the rear face  36  of the component  12 . 
     The set of baffles  50  comprises, for example, an intermediate baffle  62  arranged on one of the first side face  40  and the second side face  42  to guide the air flow F 1  exiting the cooling channels  44  of the first group  58  to the cooling channels  44  of the second group  60 , or vice versa. 
     In particular, the intermediate baffle  62  is arranged on the second side face  42  in order, during the movement of the vehicle  10  in the first direction S 1 , to guide the air flow F 1  exiting from the cooling channels  44  of the first group  58  towards the cooling ducts  44  of the second group  60  and in order, during the movement of the vehicle  10  in the second direction S 2 , to guide the air flow F 2  exiting from the cooling ducts  44  of the second group  60  towards the cooling channels  44  of the first group  58 .The intermediate baffle  62  is configured to deflect the air flow F 1 , F 2  horizontally by making a half turn, i.e. to deflect the air flow horizontally by 180°. 
     The intermediate baffle  62  is for example semicircular in shape and is arranged on the second side face  42  to collect air from the cooling channels  44  of the first group  58  and guide it to the cooling channels  44  of the second group  60 , or vice versa. 
     Advantageously, the set of baffles  50  further comprises an inner baffle  64  arranged within the component  12  to prevent a flow of air F 1 , F 2  longitudinally through the component  12 . 
     The cooling channels  44  of the first group  58  are located in a first region  66  of the component  12  adjacent to the front face  38 , and the cooling channels  44  of the second group  60  are located in a second region  68  of the component  12  adjacent to the rear face  36  of the component  12 . 
     The inner baffle  64  advantageously extends perpendicularly to the longitudinal direction L-L′ and prevents a flow of the air stream F 1 , F 2  inside the component  12  between the first region  66  and the second region  68  of the component  12 . 
     As illustrated in  FIG.  2   , the inner baffle  64  extends between the first side face  40  and the second side face  42  of the component  12  and divides the component  12  between the first region  66  and the second region  68 . 
     The inner baffle  64  is, for example, a plate disposed within the component  12  and forming a transverse barrier between the first front region  66  and the second rear region  68  of the component  12 . 
     At least one cooling channel  44  is arranged in the first region  66  and at least one cooling channel  44  is arranged in the second region  68 . 
     As shown in  FIG.  2   , the cooling channels  44  of the first group  58  are arranged in the first front region  66  and the cooling channels  44  of the second group  60  are arranged in the second rear region  68 . 
     A method of cooling the component  12  with the aid of the cooling device  14  will now be described in the case where the vehicle  10  is moving in the longitudinal direction L-L′ in the first direction S 1  forward, with reference to  FIG.  2   . 
     The movement of the vehicle  10  in the longitudinal direction L-L′ in the first direction S 1  generates an air flow F 1  in the longitudinal direction L-L′ in the second direction S 2  towards the rear. 
     The airflow F 1  enters through the first opening  46 . 
     Advantageously, impurities, such as ballast spatter and other surface debris, potentially present in the air are filtered out by the first grid  52  as the air passes through the first opening  46 . 
     The first baffle  54  then deflects the airflow F 1  horizontally, and more specifically through an angle of 90°. 
     The air flow F 1  is thus oriented in the transverse direction T-T′ perpendicular to the longitudinal direction L-L′ and enters the cooling channel(s)  44  of the first group  58  through the first side face  40  of the component  12 . 
     The air flow F 1  passes through the cooling channel(s)  44  of the first group  58  in the first transverse direction T 1  from the first side face  40  to the second side face  42  of the component  12 . 
     Such passage of the airflow F 1  through the cooling channel(s)  44  of the first group  58  cools the interior of the component  12 , and in particular the first front region  66  of the component  12 . 
     The air flow F 1  then exits the cooling channels  44  of the first group  58  through the second side face  42  of the component  12 . 
     The airflow F 1  is then deflected by the intermediate baffle  62 , in particular by an angle of 180°. 
     The air flow F 1  thus diverted then enters the cooling channels  44  of the second group  60  through the second side face  42  of the component  12 . 
     The air flow F 1  passes through the cooling channels  44  of the second group  60  in the second transverse direction T 2  from the second side face  42  to the first side face  40  of the component  12 . 
     Such passage of the air flow F 1  through the cooling channels  44  of the second group  60  cools the interior of the component  12 , and more particularly the second rear region  68  of the component  12 . 
     The air flow F 1  then exits the cooling channels  44  of the second group  60  through the first side face  40  of the component  12 . 
     The air flow F 1  is then deflected by the second baffle  56 , in particular by an angle of 90°. 
     The air flow F 1  thus diverted exits through the second opening  48 . 
     As the vehicle moves in the first direction S 1 , the airflow F 1  thus flows from the first opening  46  to the second opening  48 . 
     The component  12  is thus continuously cooled by the air flow F 1  generated by the movement of the vehicle  10  and guided by the cooling device  14 . 
     As illustrated in  FIG.  3   , in the case where the vehicle  10  moves in the longitudinal direction L-L′ in the second direction S 2  towards the rear, the method of cooling the component  12  with the cooling device  14  is identical. The airflow F 2  flows in the opposite direction inside the module  11 . 
     As the vehicle moves in the second direction S 2  towards the rear, the airflow F 2  flows from the second opening  48  to the first opening  46 . 
     Such a cooling device  14  allows efficient cooling of the component  12 . 
     Guiding the air flow F 1 , F 2  through the set of baffles  50  ensures that the component  12  is reliably cooled and is not susceptible to air turbulence. 
     In addition, the use of the air flow F 1 , F 2  generated by the movement of the vehicle  10  allows the component  12  to be cooled passively, and therefore economically and without energy impact. The air passing through the component  12  is circulated solely by the movement of the vehicle  10 . 
     In addition, the arrangement of the openings  46 ,  48  in the vicinity of the edges  21  of the lower body  20 , respectively the roof  19 , ensures that a sufficiently large volume of air is drawn in. 
     Furthermore, the passage of the air flow F 1 , F 2  in the cooling channels  44  divided into a first region  66  and a second region  68  ensures a homogeneous cooling of the component  12 . 
     In a non-illustrated embodiment, the first opening  46  and the second opening  48  are arranged adjacent to different side faces  40 ,  42  of the component  12 . 
     If the module  11  is, for example, large and occupies the entire width of the lower body  20  or the roof  19 , the two side faces  40 ,  42  are in the vicinity of one of the longitudinal edges  21  of the lower body  20  or the roof  19  respectively. The two openings  46 ,  48  are therefore close to the exterior of the vehicle  10  and are therefore able to draw in sufficient air volume to cool the component  12 . 
     Furthermore, in the case where the cooling device  14  is fitted to a road vehicle  10 . Symmetrical operation of the cooling device  14  is not necessary.