Ventilation device for the fluid coolant radiators and/or the rheostats of a locomotive.

DESCRIPTION

The present invention relates to a device for ventilating the fluid radiators and the starting and braking rheostats of an electric locomotive or a locomotive with internal and electric combustion engines, arranged in the form of a layer in the vicinity of the roof of the locomotive.

Currently, in locomotives with power generation by internal combustion engine (usually diesel engine), aeration of water coolants (if water is used as a heat transfer fluid), or directly from oil coolants, was ensured by one or more axial fans.

- well, the coolants are arranged vertically in the form of layers above the locomotive chassis, parallel to the side faces, glued against oestas or slightly removed,

- They are well placed in the form of horizontal layers and in the vicinity of the roof of the locomotive.

In the first variant, the fan (s) are axial and are mounted along vertical axes; the diffusers or even sometimes the guides of the aóre estaón housed directly in openings cut in the roof of the locomotive. The fans then aspirate the ambient air through the refrigerants.

In the second variant, the fan (s) are axial and placed on the refrigerant layer; They are generally mounted in a vertical axis and blow below the refrigerants, with the aere ducting between the fan ferrule and the pyramid-shaped pseudotron coolants with a rectangular major base and a circular minor base.

In one and the other of these variants, it is necessary, in order to ensure a good functioning of the ventilation, to detach from any obstacle the volume that surrounds the area of ​​aspiration of the helixes and if it is possible to guide the air fillets to the aspiration by deflectors.

In the second variant, the height of the aoreal duct between the fan ferrule and the cooling surface must be sufficient to allow the best possible penetration of the air flow which, initially coming from a circular surface, must cool a rectangular surface .

Regardless of one or the other of these variants, the internal combustion engine cooling installation, according to the provisions defined above, has as a consequence the need to have an important volume for its installation and its surrounding. Indeed, for an axial fan to have a convenient operation and performance, it is necessary that the direction of the aspirated and driven air fillets be as parallel as possible to the axis of the helix.

In order to reconcile the following conditions:

- ventilate the rectangular surfaces of the refrigerants to the maximum

- benefit to the maximum of the maximum width available in the locomotive, while remaining compatible with the straight sections of the necessary longitudinal passages

- limit the number of fans to a minimum amount so that its cost is acceptable, large-diameter helixes are used (from 1 meter to 1.5 meters). It is common for these helixes, for the maximum power regime required to the internal combustion engine, to rotate at speeds of 1,500 to 2,400 revolutions per minute.

It has been measured in locomotives in operation at a fixed point and whose engine (diesel engine) had not received a particular equipment for soundproofing (neither exhaust damper, nor soundproof coating on the walls of the compartment) that the noise emitted outwards by the cooling fans was the equivalent of the one emitted by the engine itself. These fans are therefore the source of an important aphonic power. on the other hand the air is sucked to the level of the lower part of the locomotive in an area where it was relatively polluted, mainly by dust and liquid fuel vapors.

For the ventilation of the starting and braking rheostats, present both in the electric locomotives and in the internal combustion engine, the variant in which axial fans propel the air towards the resistors is generally used. But the same inconvenience of a very noisy operation and the aspiration of a relatively polluted air is found.

It is known from document CH-A 256 999, a device for ventilating the fluid radiators of a locomotive with internal combustion engine arranged in the form of a layer in the vicinity of the roof of the locomotive, which comprises a horizontally placed fan longitudinally in relation to the locomotive.

The present invention is intended to provide ventilation devices of the defluódo radiators attached to the internal combustion engine of a locomotive and / or the start and brake rheostats of an electric or internal combustion engine, which generate a large noise smaller than known devices at the same time that they occupy a less important volume and that ensure the same cooling efficiency.

The ventilation device according to the invention is characterized in that it comprises at least one horizontally transverse fan positioned longitudinally in relation to the locomotive, which drives the air towards the fluid radiators and / or the rheostats, and air suction openings placed in the side faces of the locomotive.

This device also preferably responds to at least one of the following characteristics:

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- The transverse fan is arranged slightly below the fluid radiators and / or the rheostats, and the air suction openings are placed in the upper parts of the side faces.

- The rheostats are arranged above the fluid radiators below the roof of the locomotive.

- The air suction openings and the fluid radiators and / or the rheostats are placed in relation to the transverse fan so that the air sucked by these will follow a substantially horizontal path to this fan, then vertical from this last to the radiators and / or the rheostats.

- The device comprises two transverse fans and a triangular scroll arranged between these two fans and that delimits two air access chambers driven by the fans to the flow radiators and / or start and brake rheostats, whose sum of The outlet sections are equal to the surface to be ventilated from the fluid radiators and / or starter rheostats.

- For the ventilation of the rheostats of an electric locomotive or a locomotive with internal and electric combustion engines, arranged in the form of vertical layers below the roof of the locomotive in the vicinity of a side opening, the transverse fan will be arranged by under the roof of the locomotive at the same level as the rheostats.

- Two parallel transverse fans are driven by the same motor with two shaft ends.

The invention thus finds an application in the ventilation of electrical appliances that dissipate heat arranged inside cabinets, in turn placed in the machine compartment. The invention therefore responds to at least one of the following characteristics:

- The device comprises in the central longitudinal area of ​​the locomotive a cabinet containing electrical appliances to be ventilated and connected in its lower part by at least one opening with a side area adjacent to a side face of the locomotive, provided with an opening of air suction.

- For the ventilation of the rheostats of an electric locomotive or a locomotive with internal and electric combustion engines, arranged in an oblique layer below the roof of the locomotive in the vicinity of a parallel opening, the transverse fan is arranged with they related to the rheostats laterally and at a lower level.

- It comprises in the central longitudinal area of ​​the locomotive a cabinet that contains electrical appliances to be ventilated, connected by an opening below the bottom that contains an electric transformer equipped with refrigerants of its cooling oil, and connected by means of these with the floors lattices of side compartments adjacent to the side faces of the locomotive, equipped with an air suction opening.

The present invention uses fans of a different type from axial fans but known in itself under the name of transverse fans, tangential fans, diametral fans or Mortier fans which is the name of its inventor.

The wheel of the transverse fan in the device of the invention has its horizontal rotational axis, slightly deflated relative to the vertical plane of symmetry of the surface of the elements to be ventilated. On the contrary, its length is substantially identical to that of the elements to be ventilated. The outlet section of the impeller duct of the fan is therefore constituted by a large-angle rectangle in which the air velocity field is uniform and perfectly laminar, unlike what happens in the case of an axial fan, which communicates a sensibly helical movement to the air. Contrary to the axial fan, in which the symmetry axes of the aspirated air stream and the impelled air stream are confused, the symmetry plane of the aspirated air in the fan is substantially perpendicular to the symmetry plane of the impelled air. By placing the elements to be cooled and the ventilation device as high as possible in the locomotive, the invention provides two advantages: on the one hand, release a maximum volume available to accommodate the equipment below the cooling device, on the other hand aspirate the ambient air preferably at the level of the upper part of the locomotive where it is relatively poorly contaminated.

The reduction of the noise obtained thanks to the invention results from the fact that, by a convenient choice of the diameter of the wheel of the fan or fans, and for an identical flow rate, a wheel rotation speed can be determined three to four times lower than that of an axial fan, which considerably reduces the noise emitted outwards.

Described below, by way of example and with reference to the figures in the attached drawing, ventilation devices of the fluid radiators of a diesel engine locomotive, of the start and brake rheostats of an electric locomotive and simultaneously of the Fluid radiators and starting and braking rheostats of a diesel-electric locomotive.

Figure 1 represents in a straight section the ventilation device of the fluid radiators of a diesel engine locomotive.

Figure 2 represents the same elevation device, after section following the axis II-II of the figure

1.

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Figure 3 represents in a straight section the ventilation device of the rheostats of an electric locomotive.

Figure 4 represents the same device in elevation, after section followed the axis IV-IV of the figure

3.

Figure 5 shows in a straight section the ventilation device of the fluid radiators and the rheostats of a dielectric locomotive.

Figure 6 represents the same device in elevation, after section followed the axis VI-VI of the figure

5.

Figure 7 represents in a straight section the ventilation device of a high-speed electric locomotive of a comboy comprising electric devices to be ventilated arranged in a cabinet.

Figure 8 represents an elevation view of two transverse fans driven by a single motor seen in the direction of arrow F of Figure 7.

Figure 9 represents in a straight section the ventilation device of an electric locomotive comprising electric devices to be ventilated arranged in a cabinet and a transformer.

Figure 10 represents a view following the sectional plane of Figure 9 of four transverse fans coupled two by two on a motor with two amber ends.

In figures 1 and 2, the locomotive comprises a chassis 1, side faces 2 and 3 and a roof

Four. The engine cooling water radiators 5 or the oil radiators are arranged below the ceiling in the vicinity thereof. The ventilation air is sucked through the side windows with shutters 6, 7 to the transverse fans 8, 9, arranged symmetrically in relation to the symmetrical plane of the locomotive and which rotate in the opposite direction for symmetrical reason.

These, with a horizontal axis parallel to the axis of the locomotive, are fixed on either side of a triangular-shaped scroll 10. Its rotational speed is adjustable depending on the required cooling flow. Lateral crossings 11, 12 delimit a chamber of access of the air impelled by the fan to the radiators 5. The sum of the two outlet sections of the impelled ducts is equal to the surface to be ventilated of the radiators. As shown in Figure 2, the roof of the locomotive was equipped with evacuation grilles of the reheated air that reaches volume 13 above the radiators. The entire volume 14 located between the fans and their common volute on the one hand, the floor of the box chassis on the other hand, was available to / install in it a large part of the other equipment and blocks necessary for the operation of the locomotive .

The air sucked through the side windows 6, 7 follows the substantially horizontal path indicated by the arrows and reaches the fans 8, 9 which propel it upward following the directions indicated by the arrows.

After having passed through the heat exchange surfaces of the radiators 5, the volume 13 is evacuated through the roof grilles 4.

In the device for the electric locomotive shown in Figures 3 and 4, the organs are substantially the same as those of the device in Figures 1 and 2, but it is the start-up and braking rheostats 15 that are ventilated by the impelled air up by transverse fans 8, 9 between scroll 10 and crosspieces 11, 12.

In the device for the diesel electric locomotive shown in figures 5 and 6, the organs are substantially the same as those of the devices of figures 1 and 2, 3 and 4, but they are both the cooling radiators 5 of the Diesel engine fluids and starting and braking rheostats 15 which are vented by the air impelled upwards by transverse fans 8 and 9. The two subsets to be ventilated do not necessarily require the same simultaneous ventilation. As well, at a given moment the one that requires the highest air flow is the one that drives the fan speed regulation.

In Fig. 7, the locomotive housing comprises in the lower part of its side face 23 air intake vents 44 with blinds. This air is supplied by a passage 44A with adjustable flow by blinds in the lower part of a vertical cabinet 45, in which it ascends by cooling various electric organs 46, 47, 48, 49 as represented by the arrows. At the top of this cover, it reaches the transverse fans 50, which propel it laterally, substantially in a straight angle, on the cover 51, at the end of which the starting and braking rheostats 52 are arranged in successive vertical layers. This escapes outwards through openings made in the flank 53 of the locomotive roof.

Figure 8 shows in elevation the transverse fans 50, 50A, seen in the direction of the arrow F of Figure 7. These rotate about a longitudinal horizontal axis 54, driven by a single motor 55 with two drive shaft ends.

In Figure 9, the locomotive housing comprises two side faces 22 and 23, a bottom 21 and a roof 26, with sloping flanks 24 and 25. The side faces 22 and 23 are provided with ventilation air inlet openings with blinds 27, 28, 29. These flow into two lateral corridors 30, 31, delimited by partitions 30A, 31A, in which the air flows down, as represented by the arrows.

A transformer 12, provided on each side with refrigerants of its cooling oil 33, is arranged in the lower part of the locomotive,

34.

The ventilation air flows, having passed through the grills 30B, 31B that form the floors of the lateral corridors, pass into contact with the oil refrigerants 33, 34 and then rise in a common vertical cabinet

35, in which electric organs have been arranged to be refrigerated 36, 37, such as condensers for semi-conductive power coolants, inductances, etc ...

The ventilation air flow then arrives

014 263 to the transverse fans 38 with a longitudinal horizontal axis, around which they rotate in the trigonometric direction and propel them into the cover 39 in the direction indicated by the arrows, towards the start and brake rheostats 40, in the immediate proximity of the side flank 24 of the roof of the locomotive cabin.

Figure 10 represents a view following the section plane F of Figure 9 of four transverse fans such as 38, 38A, which rotate about the longitudinal axis 41. These are coupled two by two on a motor with two shaft ends. The motors 42 and 43 respectively drag the two fans on either side of it. This arrangement is necessary when the length of the rectangle of the rheostat grids is too important or when it is necessary to partially isolate the ventilation.

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