JP2001088699A - Air conditioner for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To save energy required for air conditioning in a compartment without taking an excessive air in the compartment. SOLUTION: A damper 12 for adjusting an opening is provided in an outer air intake duct 6 out of an inner air intake duct 5 and the outer air intake duct 6 communicated with an air conditioning duct 4 with an air temperature adjuster 8 arranged therein. This damper 12 closes the outer air intake duct 6 in a state where doors 11, 11 of getting-in and -off entrances are open. In a case where the doors 11, 11 are closed, the damper 12 makes the opening of the outer air intake duct 6 larger as the vehicle occupancy becomes higher. The driving speed of a second blower provided in the outer air intake duct 6 is made higher, as the vehicle occupancy becomes higher.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of an air conditioner for a railway vehicle that performs air conditioning (heating and / or cooling) in a passenger compartment of a railway vehicle, and does not cause discomfort to passengers. It aims to improve the efficiency of heating or heating.

[0002]

2. Description of the Related Art Unlike a car or home air conditioner, an air conditioner for a railway vehicle for performing air conditioning in a passenger compartment of a railway vehicle requires careful attention to ventilation. In the case of an air conditioner for a car (car air conditioner), the occupant can arbitrarily take in outside air by pressing a button, and in the case of a home air conditioner (room air conditioner), This is because the open air can be freely taken in or the ventilation fan can be turned on to freely take in the outside air, whereas in the case of an air conditioner for a railway vehicle, such a situation cannot be expected. That is, even if a passenger feels stuffy, it is difficult for a crew member in a driver's cab or a conductor's cabin to know and it is difficult to perform optimal ventilation. Therefore, conventionally, even when a maximum number of passengers enter the passenger compartment of a railway vehicle, outside air is introduced from the outside of the passenger compartment so that passengers do not become stuffy.

FIG. 5 is considered according to such a situation.
1 shows an example of a conventionally used air conditioner for a railway vehicle. The railcar air conditioner 1 is provided in an air conditioner case 3 provided on a roof of a railcar 2, and includes an air conditioning duct 4, an inside air intake duct 5, and an outside air intake duct 6. And three types of ducts 4-6. The air conditioning duct 4 has a downstream end opened into the passenger compartment 7 of the railway vehicle 2. In the middle of the air conditioning duct 4, an electric heater, a condenser of a heat pump (for heating) or an evaporator (for cooling).
For example, an air temperature controller 8 for controlling the temperature (heating or cooling) of the air flowing through the air conditioning duct 4 is provided. A blower 9 for flowing air for air conditioning through the air-conditioning duct 4 is provided in the air-conditioning duct 4 at a portion upstream or downstream of the air temperature controller 8 in the air-conditioning duct 4. .

[0004] The inside air intake duct 5 has an upstream end of the air conditioning duct 4 and a downstream end thereof, and an upstream end thereof is opened in the passenger compartment 7. Further, the outside air intake duct 6 has the upstream end of the air conditioning duct 4 passed through the downstream end thereof, and the upstream end thereof is opened to the outside of the passenger compartment 7, that is, the outside surface of the air conditioner case 3. . In the case of the conventional air conditioner 1 for a railway vehicle, the inside air intake duct 5 and the outside air intake duct 6 are used to adjust the amount of air sent into the air conditioning duct 4 through the ducts 5 and 6. No adjustment means are provided. The passage area of the outside air intake duct 6 is set such that sufficient outside air is taken in from the outside of the cabin 7 so that the passengers do not become stuffy even when the maximum number of passengers enter the cabin 7 (full capacity). Is large enough to be

[0005] When the air conditioning in the passenger compartment 7 is performed by the air conditioner 1 for a railway vehicle configured as described above,
The blower 9 is operated while the air temperature controller 8 is operated (in the case of an electric heater, current is supplied and heated, and in the case of an evaporator, the refrigerant is circulated and cooled). As a result, the air taken in from the inside of the cabin 7 and from the outside of the cabin 7 is adjusted to a desired temperature by passing through the air temperature regulator 8 and then blown out into the cabin 7.

[0006]

In the case of the above-mentioned conventional air conditioner 1 for railway vehicles, since the maximum necessary outside air is always taken in from outside the cabin 7, the efficiency of heating or cooling is not always good. The reason for this is to take in excess outside air in some cases. That is, outside air is introduced to prevent passengers from becoming suffocated, but in the case of the conventional structure, doors 11 and 11 of entrances and exits 10 and 10 of railcar 2 are closed,
In addition, even when the cabin 7 is fully occupied, the outside air is introduced to such an extent that the passenger does not become stuffy.

For this reason, in a situation where the cabin 7 is vacant (the number of passengers is small) or the doors 11 are opened and ventilation through the entrances 10 can be sufficiently expected. Then, the amount of outside air taken into the air conditioning duct 4 becomes excessive, and the heating or cooling efficiency is reduced accordingly. Such a decrease in efficiency can be adjusted by reducing the opening degree of the outside air intake duct 6 when the cabin 7 is vacant or when the doors 11 and 11 are open.
It is impractical for the driver or conductor to make such adjustments because of the above-mentioned situation (even if the passengers feel stuffy, they are not known to the crew in the driver's cab or conductor's cabin). The railway vehicle air conditioner of the present invention was invented in view of such circumstances.

[0008]

All of the air conditioners for railway vehicles according to the present invention have the downstream end opened into the passenger compartment of the railway vehicle, similarly to the above-mentioned conventional air conditioner for railway vehicles. A duct, an air temperature controller provided in the middle of the air conditioning duct to regulate the temperature of air flowing through the air conditioning duct, and an air conditioning duct having an upstream end passing through a downstream end thereof, An inside air intake duct having an upstream end opened in the cabin, an outside air intake duct having an upstream end of the air conditioning duct passing through a downstream end thereof, and an upstream end opened to the outside of the cabin; A blower is provided for flowing air for air conditioning taken from one or both of the intake duct and the inside air intake duct to the air conditioning duct.

In particular, in the air conditioner for a railway vehicle according to the first aspect of the present invention, an opening adjusting means for adjusting an opening of the outside air intake duct, and an occupancy rate of the railway vehicle. And a controller for controlling the opening degree adjusting means based on a detection signal sent from the riding rate detecting means. And this controller makes the opening degree of the said outside air intake duct small, so that the said boarding rate is low.

Further, in the air conditioner for a railway vehicle according to the present invention, in addition to the occupancy rate detecting means, a door open / close detecting means for detecting an open / closed state of a door at an entrance / exit is provided. Then, based on the detection signal sent from the door opening / closing detection means, the controller closes or opens the outside air intake duct by opening degree adjustment means when the door is opened. Make it smaller.

On the other hand, in the air conditioner for a railway vehicle according to the third aspect, the second air blower for introducing the external air provided in the middle of the external air intake duct and the riding rate of the railway vehicle are determined. A riding rate detecting means for detecting, and a controller for controlling the second blower based on a detection signal sent from the riding rate detecting means. And
The controller lowers the operating speed of the second blower as the riding rate is lower.

Further, the air conditioner for a railway vehicle according to a fourth aspect of the present invention includes a door opening / closing detecting means for detecting an opening / closing state of a door at an entrance / exit in addition to the occupancy rate detecting means. Then, based on the detection signal sent from the door opening / closing detection means, the controller stops the second blower or reduces the operation speed when the door is opened.

[0013]

In the air conditioner for a railway vehicle according to the present invention having the above-described structure, the passenger compartment is vacant or the door is opened so that sufficient ventilation through the entrance can be expected. Under such circumstances, the amount of outside air taken into the air-conditioning duct can be reduced (or set to zero) to prevent the efficiency of heating or cooling from lowering.

[0014]

1 and 2 show a first embodiment of the present invention corresponding to claim 2. FIG. The feature of this example is that it is necessary to provide a damper (opening adjustment door) 12 as an opening adjustment means in the outside air intake duct 6, and to take in much outside air into the passenger compartment 7 through the outside air intake duct 6. If there is not, this outside air intake duct 6
This is to reduce the amount of outside air taken into the air conditioning duct 4 through the air conditioner. Since the structure and operation of the other parts are the same as in the case of the conventional structure described above, the same parts are denoted by the same reference numerals, and duplicated description is omitted or simplified.
Hereinafter, the description will focus on the features of the present invention.

The damper 12 has its base end connected to an actuator 13, and the actuator 13 moves the pivot 14 between the fully closed state indicated by the dashed line a and the fully open state indicated by the dashed line b. Rocking displacement. The actuator 13 adjusts the position of the damper 12 between the dashed line a and the dashed line b (including the positions of the dashed lines a and b) based on a signal from the controller 15. The passage area of the outside air intake duct 6 is such that if the damper 12 is fully opened, sufficient outside air can be taken in from outside the cabin 7 so that passengers do not become stuffy even when the cabin 7 is full. Size.

The controller 15 adjusts the position of the damper 12 by the actuator 13 in accordance with the occupancy rate of the railway vehicle 2 and the open / close state of the doors 11 provided at the entrances 10. Perform In the case of this example in order to obtain the above-mentioned riding ratio, in the case of this example, a pressure gauge 17 for detecting the air pressure of an air suspension 16 provided under the floor of the railway vehicle 2 is provided.
It is provided as a boarding rate detection means described in the claims. Then, a signal representing the air pressure detected by the pressure gauge 17 is
It is input to the controller 15. When the boarding rate is high and the weight of the railway vehicle 2 increases, the air pressure increases,
Conversely, when the riding rate is low and the weight of the railway vehicle 2 is light, the air pressure is low, so that the riding rate can be known from the signal indicating the air pressure.

It is not necessary for the boarding rate detecting means to measure the boarding rate very precisely. Therefore, if the railway vehicle uses a metal spring, a displacement sensor that measures the displacement between the wheels 18 and the vehicle body 19 based on the elastic deformation of the metal spring can be used. In addition, at least the approximate occupancy rate of the railway vehicle (of course, the combination of an infrared sensor that detects the presence of a passenger and an image processing device)
Various types can be used as long as they can detect a more accurate riding rate.

Further, the controller 15 includes the pressure gauge 1
7 in addition to the signal from the boarding rate detection means, etc.
Detection signals of door open / close detecting means for detecting the open / close state of the doors 11 and 11 are also input. In the example shown in the figure, a door open / close switch 20 provided in a conductor compartment is used as such a door open / close detecting means. That is, when the door open / close switch 20 is at a position where the doors 11 and 11 should be closed, the controller 15
When the door opening / closing switch 20 is at a position where the doors 11 and 11 should be opened, the controller 15 sends the door 15 a signal indicating that the doors 1 and 11 are closed.
Signals indicating that 1, 1 are open are sent.
As the door opening / closing detecting means, each of the doors 11,
It is also possible to use a switch 21 which is provided in the portion 11 and opens and closes when the doors 11 and 11 are opened and closed. That is, the commuter train is provided with a side light for each vehicle to confirm that the door is closed. Therefore, the switch 21 for blinking the side light can be used as the door open / close detecting means.

The signal from the riding rate detecting means such as the pressure gauge 17 as described above and the signal from the door opening and closing detecting means such as the door open / close switch 20 or the switch 21 as described above are received. The controller 15 controls the damper 12 based on the detection signal sent from the occupancy detection means.
And the opening degree of the outside air intake duct 6 is reduced as the riding ratio is lower. Further, the damper 12 is swung and displaced based on the detection signal sent from the door opening / closing means, and when the doors 11 of the entrances 10 are opened, the outside air intake duct 6 is opened. Close.

The air conditioner 1a for a railway vehicle according to the present embodiment constructed as described above operates as shown in FIG. 2 so that the passenger compartment 7 is vacant or the doors 11 and 11 are opened and the entrance / exit is provided. 1
In a situation in which ventilation through 0 and 10 can be sufficiently expected, the amount of outside air taken into the air conditioning duct 4 is reduced (or set to zero) to reduce the efficiency of heating or cooling. Can be prevented.

That is, when the doors 11, 11 are opened and ventilation through the entrances 10, 10 can be sufficiently expected, it is necessary to take in outside air into the passenger compartment 7 through the air conditioner 1a for a railway vehicle. There is no, step 1
Then, the ventilation amount (outtake amount of outside air) of the air conditioner 1a for railway vehicles is set to zero. For this purpose, in step 2, the damper 12 is moved by the actuator 13 to the broken line a in FIG.
Then, the outside air intake duct 6 is closed. As a result, only the air in the cabin 7 that has already been air-conditioned (it is warmer than the outside air during heating and lower than the outside air during cooling) is sent into the air conditioning duct 4. Therefore, the energy required to adjust the air blown into the cabin 7 to a desired temperature can be saved.

On the other hand, in a situation where the doors 11 and 11 are closed and ventilation through the entrances 10 and 10 cannot be performed, the passenger compartment 7 through the outside air intake duct 6.
In order to take in the outside air, the damper 12 is moved by the actuator 13 to a position other than the position of the broken line a in FIG. However, even in this case, the controller 15 moves the damper 12 to a position corresponding to the riding rate based on a signal from the riding rate detecting means.

That is, in this case, the controller 15 determines the occupancy rate in step 3 based on the detection signal sent from the occupancy rate detection means such as the pressure gauge 17 and the like. The ventilation amount (the amount of outside air to be taken in from the outside air intake duct 6) corresponding to the obtained riding rate is obtained. Then, in the following step 5, the opening degree of the damper 12 corresponding to the ventilation amount obtained in the above step 4 is obtained. Then, the signal indicating the opening degree obtained in step 5 is sent to the actuator 13 and the damper 1
2 is displaced by swinging to a position corresponding to the opening degree, and stopped at the position.

[0024] In this way, the passenger compartment 7 is high in the rush hour and the like, and the passenger compartment 7 is provided so as not to give the passenger discomfort (suffocation).
When it is necessary to take in a large amount of outside air, the damper 12 is moved to the position indicated by the chain line b in FIG. 1 or a position close thereto in order to increase the opening degree of the outside air intake duct 6. On the other hand, during the day, early morning, late night, etc., the riding rate is low,
If there is no fear that passengers will feel uncomfortable even if the amount of outside air taken into the cabin 7 is reduced, the damper 12 should be connected to the chain line a in FIG. Move to a closer position. As a result, the ratio of the inside air (air taken in from the passenger compartment 7) to the outside air in the air sent into the air conditioning duct 4 becomes appropriate. In other words, if the riding rate is low and the proportion of outside air taken into the air-conditioning duct 4 is small, there is no risk of giving passengers discomfort, and the temperature differs greatly from the air blown into the cabin 7. Excessive outside air is not taken into the air conditioning duct 4. As a result, energy required for adjusting the air blown into the passenger compartment 7 to a desired temperature can also be saved.

Next, FIGS. 3 and 4 show a second embodiment of the present invention corresponding to claims 3 to 5. FIG. In the case of this example, a second blower 22 for taking in outside air is provided in the middle of the outside air taking-in duct 6. Then, a controller 15a for controlling the operation of the second blower 22
, A detection signal of a pressure gauge 17 as a boarding rate detecting means for detecting a boarding rate of the railway vehicle 2 and a detection signal of a door open / close switch 20 or a switch 21 as a door open / close detecting means. Further, in the case of the present example, a filter 23 and a clogging detection sensor 24 are provided at the upstream end opening of the inside air intake duct 5. This clogging detection sensor 2
Reference numeral 4 is for detecting the clogging of the filter 23 and lighting a warning light or the like provided in a driver's cab or the like. Such a filter 23 and a clogging prevention sensor 24 can be provided also in the first example described above.

The above-mentioned signal received from the boarding rate detecting means such as the pressure gauge 17 and the signal from the door open / close detecting means such as the door open / close switch 20 or the switch 21 are received. The controller 15a changes the operating speed of the second blower 22 based on the detection signal sent from the riding rate detecting means, and the operating speed of the second blower 22 decreases as the riding rate decreases. Slow down. Further, based on a detection signal sent from the door opening / closing means, start / stop of the second blower 22 is controlled, and the
When the 0 doors 11 and 11 are open, the second blower 22 is stopped.

The air conditioner 1b for a railway vehicle of the present embodiment constructed as described above operates as shown in FIG. 4, and the passenger compartment 7 is vacant, or the doors 11 and 11 are opened and the entrance / exit is provided. 1
In a situation where ventilation through 0 and 10 can be sufficiently expected, the amount of outside air taken into the air conditioning duct 4 is reduced (or substantially reduced to zero), and the efficiency of heating or cooling is reduced. Can be prevented.

That is, in a situation where the doors 11 and 11 are opened and ventilation through the entrances 10 and 10 can be sufficiently expected, it is necessary to take in outside air into the passenger compartment 7 through the railcar air conditioner 1b. There is no, step 1
Then, the ventilation amount (outside air intake amount) of the air conditioner 1b for railway vehicles is set to substantially zero. For this purpose, the second blower 22 is stopped in step 2. As a result, only the air in the cabin 7 that has already been air-conditioned (it is warmer than the outside air during heating and lower than the outside air during cooling) is sent into the air conditioning duct 4. Therefore, the energy required to adjust the air blown into the cabin 7 to a desired temperature can be saved.

On the other hand, in a situation where the doors 11 and 11 are closed and ventilation through the entrances 10 and 10 cannot be performed, the passenger compartment 7 through the outside air intake duct 6.
The second blower 22 is operated to take in outside air. However, even in this case, the controller 15a controls the operating speed of the second blower 22 based on the signal from the occupancy rate detecting means.

That is, in this case, the controller 15a obtains the occupancy rate in step 3 based on the detection signal sent from the occupancy rate detection means such as the pressure gauge 17 and the like. The ventilation amount (the amount of outside air to be taken in from the outside air intake duct 6) corresponding to the obtained riding rate is obtained. Then, in the following step 5, the operation speed (the number of revolutions) of the second blower 22 that matches the ventilation amount obtained in the above step 4 is obtained. Then, the signal representing the operation speed obtained in step 5 is transmitted to the second blower 2.
2 to regulate the operating speed of the second blower 22.

In this manner, the passenger compartment 7 is used in order to prevent the passengers from feeling uncomfortable (suffocation) due to a high riding rate such as a rush hour.
When it is necessary to take in much outside air, the operating speed of the second blower 22 is increased. On the other hand, when the occupancy rate is low during the daytime, early morning, midnight, etc., and there is no fear that passengers will feel uncomfortable even if the amount of outside air taken into the cabin 7 is reduced, the outside air intake duct 6 In order to reduce the amount of outside air taken in, the operation speed of the second blower 22 is reduced. As a result, the ratio of the inside air (air taken in from the passenger compartment 7) to the outside air in the air sent into the air conditioning duct 4 becomes appropriate. In other words, if the riding rate is low and the proportion of outside air taken into the air-conditioning duct 4 is small, there is no risk of giving passengers discomfort, and the temperature differs greatly from the air blown into the cabin 7. Excessive outside air is not taken into the air conditioning duct 4. As a result, energy required for adjusting the air blown into the passenger compartment 7 to a desired temperature can also be saved.

Further, in the case of this embodiment, when the filter 23 is clogged, the controller 15a controls the operating speed of the second blower 22 based on a signal from the clogging detection sensor 24. It is faster than when the filter 23 is not clogged. When the filter 23 is clogged, the amount of air sent into the cabin 7 is reduced as it is, but in the case of the present example, the second blower 22 is operated to allow the air to enter the cabin 7. , The air conditioning inside the cabin 7 can be achieved.

In each of the above-described embodiments, both the signal of the occupancy detection means and the signal of the door open / close detection means are sent to the controller. Depending on the structure, the door open / close detecting means may be omitted. That is, in the case of a long-distance train or the like, a deck is provided at the front and rear ends of the railway vehicle and separated by a passenger compartment and an internal door, and entrances are provided on both sides of the deck. In the case of such a railway vehicle, even if the door of the entrance is opened, the passenger compartment is not immediately ventilated. Therefore, when the present invention is applied to a railway vehicle having such a structure, the door opening / closing detection may be omitted, and only the occupancy rate detecting means may be provided.

[0034]

The air-conditioning apparatus for a railway vehicle according to the present invention is constructed and operated as described above, and can prevent excessive air from being taken into the air for cooling and heating the cabin. Energy required to adjust the temperature to a desired temperature can be reduced. Also, for example, in a train base or the like where no passengers are riding and the doors are closed and air conditioning in the cabin is performed in advance, only inside air is circulated to Air conditioning can be achieved. Therefore, it is possible to reduce the time required for setting the temperature in the passenger compartment to the target temperature.

[Brief description of the drawings]

FIG. 1 is a schematic side view showing a first example of an embodiment of the present invention.

FIG. 2 is a flowchart showing an operation state.

FIG. 3 is a schematic side view showing a second example of the embodiment of the present invention.

FIG. 4 is a flowchart showing an operation state.

FIG. 5 is a schematic side view showing an example of a conventional structure.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1, 1a Air conditioning apparatus for railway vehicles 2 Railway vehicle 3 Air conditioner case 4 Air conditioning duct 5 Inside air intake duct 6 Outside air intake duct 7 Guest room 8 Air temperature regulator 9 Blower 10 Entry / exit 11 Door 12 Damper 13 Actuator 14 Axis 15, 15a Controller 16 Air suspension 17 Pressure gauge 18 Wheel 19 Body 20 Door open / close switch 21 Switch 22 Second blower 23 Filter 24 Clogging detection sensor

Claims (5)

[Claims] An air conditioning duct having a downstream end opened into a passenger compartment of a railway vehicle, and an air temperature adjustment provided in the air conditioning duct for adjusting the temperature of air flowing through the air conditioning duct. And an air-conditioning duct, the upstream end of which is passed through the downstream end thereof, and the upstream end of which is opened into the passenger compartment, and the air-conditioning duct is passed through the downstream end of the air-conditioning duct. An outside air intake duct having an upstream end opened outside the cabin, and air conditioning air taken in from one or both of the outside air intake duct and the inside air intake duct flowing through the air conditioning duct. In an air conditioner for a railway vehicle equipped with a blower for controlling the opening degree of the outside air intake duct, the opening degree adjusting means for adjusting the opening degree of the outside air intake duct, and the occupancy rate of the railway vehicle are detected. And a controller for controlling the opening degree adjusting means based on a detection signal sent from the boarding rate detecting means. An air conditioner for railway vehicles, characterized in that the opening of the outside air intake duct is reduced. 2. The vehicle according to claim 1, further comprising a door opening / closing detecting means for detecting an opening / closing state of a door at the entrance, in addition to the occupancy rate detecting means. The air conditioner for a railway vehicle according to claim 1, wherein when the door is open, the opening adjusting means closes or reduces the opening of the outside air intake duct. 3. An air conditioning duct having a downstream end opened into a passenger compartment of a railway vehicle, and an air temperature adjustment provided in the middle of the air conditioning duct for adjusting the temperature of air flowing through the air conditioning duct. And an air-conditioning duct, the upstream end of which is passed through the downstream end thereof, and the upstream end of which is opened into the passenger compartment, and the air-conditioning duct is passed through the downstream end of the air-conditioning duct. An outside air intake duct having an upstream end opened outside the cabin, and air conditioning air taken in from one or both of the outside air intake duct and the inside air intake duct flowing through the air conditioning duct. An air conditioner for a railway vehicle provided with an air blower for causing an external air intake to be provided in the middle of the external air intake duct; And a controller for controlling the second blower based on a detection signal sent from the boarding rate detecting means, the controller comprising: An air conditioner for a railway vehicle, wherein the lower the rate, the lower the operation speed of the second blower. 4. In addition to the occupancy rate detecting means, a door opening / closing detecting means for detecting an opening / closing state of a door at an entrance / exit is provided, and the controller is based on a detection signal sent from the door opening / closing detecting means. 4. The method according to claim 3, wherein the second blower is stopped or the operation speed is reduced when the door is opened.
The air conditioner for a railway vehicle described in the above. 5. A filter provided in a duct for taking in inside air, and a clogging detection sensor for detecting clogging of the filter. When the filter is clogged, a controller detects the clogging. The air conditioner for a railway vehicle according to any one of claims 3 to 4, wherein the operation speed of the second blower is increased based on a signal sent from the sensor as compared with a case where the filter is not clogged. .