FI79264C - TEMPERATURREGLERINGS- OCH VENTILATIONSANORDNING FOER PASSAGERARBEFORDRANDE FORDON. - Google Patents

Description

79264 1 Temperature control and ventilation equipment for a passenger vehicle

The present invention relates to a temperature control and ventilation system for a passenger vehicle 10 according to the preamble of the claims.

A passenger transport vehicle, for example a bus used for scheduled traffic, usually has a flange-type radiator element 15 running down the passenger compartment of the vehicle and on both sides in the longitudinal direction of the space, through which the heated coolant is pressed into a closed circuit. The heat of the hot cooling water is transferred to the flanges surrounding the liquid line in a manner known per se and spreads to the occupant of the vehicle. During the cold season, the temperature of the cooling water is often raised, for example by changing the thermostat, in order to raise the temperature of the passenger compartment 20.

For the private traveler, a conventional heating system or other means of heat exchange is not only pleasant. Cold floors, cold windows and walls absorb much of the heat provided by the radiators 25. The hot air flow only heats the seated passenger on one side, the other side is cold. On the other side of the passenger experience without the bus uncomfortable when surrounded by the surfaces of the passenger's own skin warmer, for example, during the warm season in direct solar radiation. In such a case, the outdoor air distributed through the nozzles 30 is also not able to improve the discomfort caused by the heat very much.

When, on the other hand, the passenger's skin temperature is in equilibrium with the temperature of the surrounding surfaces, the air is felt to be comfortable.

The object of the present invention is to provide a simple but reliable device which, despite the relatively low installation costs, gives a very good result, i.e. a very uniform temperature over the entire length of the vehicle, regardless of the bed limit.

The solution to the problem and the basic idea of the invention will become apparent from the characterizing part of claim 1 5.

The sub-requirements apply to appropriate forms of implementation.

An embodiment of the invention will now be described in detail with reference to the accompanying drawing, which example does not limit the invention per se, Figure 1 shows an example of a bus: an eco-skating vehicle equipped with a heating and ventilation system according to the invention; Fig. 2 is a cross-sectional view of the vehicle of Fig. 1; Fig. 3 schematically shows a heating and ventilation system according to the invention; Fig. 4 is a sectional view of the vehicle of Figs. 1 and 2 and shows a suitable structure of the air ducts; Figure 5 shows a side view of the rib flange battery.

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The passenger bus 10 has, as is known, a passenger compartment 11 and a cab 12. The bus still has entrances and exits on the side of the bus, not shown in the drawing, from which the normal entrance is located in the direction of travel on the driver's right. side (when applying right-hand traffic). There are at least one, usually two, exits in the passenger compartment. In connection with the front entrance door, there is an evacuation opening 45 in the lower part of the vehicle. 1 li

The vehicle 10 has a plurality of fresh air intakes, suitably located sideways relative to the roof of the vehicle 10 and the main axis of the vehicle. Figure 1 shows two such air intakes located at a distance of 79264 1, namely a fresh air intake 13 designed to provide a good working environment for the driver in the apparatus according to the invention, i.e. a cab 12, and a fresh air intake 14 which similarly provides air supply to the passenger compartment 5. 11. As shown in Figure 2, in the selected embodiment for the passenger compartment there are two fresh air intakes 14. It is preferred that each fresh air intake 13,14 each has its own fan, the structure of which is known per se and which is not shown in the drawing. For example, in the selected embodiment, the air intakes 13, 14 are made 10 so as to force the outside air through the horizontal drain 13 ', 14' to a lower horizontal duct 13 ", 14" which communicates with the inlet of the cab and the passenger compartment, respectively. To clean the outside air from dust, pollen and other contaminants, a filter known per se, denoted by reference numeral 15, is used, so that the air brought into the premises of the driving vehicle 15 is as clean as possible.

The explanatory section below explains how the outdoor air introduced in this way is treated.

The structure and mode of operation of the heating and ventilation apparatus according to the invention will now be described with reference to Figure 3.

The vehicle 10 has a conventional manner a liquid-cooled engine 5, which is warmed by the coolant pressure line 16 in the direction of arrow A, the first 25 non-shown pump, which pipe is installed on the bus a small distance from the floor level. The line 16 runs in the longitudinal direction of the vehicle approximately as shown in the drawing, i.e. along one side of the vehicle and a second pump (not shown) is arranged to deliver heated coolant back to the engine coolant space 30 via a return line 16 'on the opposite side of the vehicle.

The line 16, 16 'is connected in a manner known per se to a rib flange heater or other heat exchanger in order to supply convection heat or hot air heat to the interior of the vehicle, respectively. 1

The heat distribution form described above is usually the only one used in a passenger transport vehicle, especially in vehicles used in scheduled traffic.

4 79264 1 According to the invention, it is now proposed that instead of or alternatively in conjunction with this known thermal circuit, an arrangement is provided in which the engine coolant can be adjustably distributed to a line 17 which is pumped by a pump 18 through an upstream line 19 heated by a pump 18 mounted to run horizontally in accordance with reference numeral 20 in the longitudinal direction of the vehicle and substantially above the side windows at the top of the vehicle. The line 20 thus runs along the alternative long part of the entire interior of the vehicle along the second long side, then across the interior and finally in the same way along the other long side of the vehicle. The line 20 then pivots downwards at 20 'and returns to the line 19 via the transverse line 21 and by means of the pump 18.

This flow circuit 19, 20, 20 ', 21 is thus usually a closed circuit, in which heat losses naturally occur in the flowing liquid in any case. To compensate for such heat losses and to maintain a predetermined liquid temperature, a temperature sensing member 22 is mounted in the line 21, which, if necessary, i.e. if the liquid temperature falls below a predetermined value, is arranged to act on the valve 20 23 to open and release heated coolant 16. so that, by means of the pump 18, the liquid is introduced through the upward line 19 in the circuit in 19, 20, 20 ', 21 until the temperature sensing member 22 feels that the desired temperature has been reached, and then closes the valve 23.

25

In the event that the pump 18 is out of order, a line 17 "is available which connects the line 17 to the line 17 'below the valve 23 and supplies heated cooling water from the primary circuit 16 to the circuit 19, 20, 20', 21. the liquid 30 is pushed back into the line 21.

As shown in Figure 3 of the drawing, the vertical line 20 'has a water trap 25 at the bottom. The plug line 26 connects the line 21 to the return line 16 * of the primary circuit. The line 26 is intended to act as a deaerator, i.e. 35 any air bubbles in the line 21 do not follow the flowing liquid back to the line 19 but exit the line 21 via the plug line 26 and go to the primary circuit return line 16 ', where these 5 79264 1 air bubbles are treated in a manner known per se. is not, of course, part of this invention.

The closed flow circuit 19, 20, 20 ', 21 is connected at a suitable point, e.g. connected to line 19, to a cooling device 27 operating according to known principles. If necessary, for example in summer, liquid can be made to flow through cooling device 27, which is then part of line 19 a plug line 28 connected at two points, in addition to which there are also valves 29 and 30 10 mounted above and below the cooling device 27, which can be controlled, for example, from the driver's seat.

In the embodiment shown in Figure 3, the flow circuit 19, 20, 20 described above is arranged to take care exclusively of the passenger space. In Fig. 3 of Fig. 15, a circuit exactly corresponding to said circuit is indicated by reference numerals 31,32,33,34,35 and is intended solely to take care of the cab. Also in this latter circuit, the return line has a water trap, denoted by reference numeral 25 ', which has the same function as the water trap 25. Lines 20 and 32,33, respectively, installed for flowing liquid, i.e. lines running the length of the bus according to Fig. 3, respectively. in the direction and in the transverse direction of the bus in the cab, are surrounded by circular flanges densely arranged next to each other and thus form a rib flange heater known per se. Figure 5 shows an example of this type of rib flange heater known per se, in which the flanges are mounted perpendicular to the corresponding line.

For example, according to Figure 4, the heater formed in this way is placed inside the vehicle on a plane which is approximately at the same height as the upper edges of the side windows or windscreen. Figure 4 shows 30 otherwise side panels marked with the letter W. The fin flange heater is supported along its entire length by a profile element formed in the example shown by two bolted halves 36,36 'between which the fin flange heater remains. Each profile element 36,36 'is shaped to tightly or fairly surround a large part of the surface of the fin flange-35 heater, preferably 40-70%. The lower edge of the profile element 36,36 'preferably forms a continuous opening 37 running in the longitudinal and transverse direction of the vehicle at least at the driver's position 6 79264 1 and the second part 36' of the element has a part 38 which mates with a base part 39 fixed to the vehicle body. A number of such attachment points ensure that the fin flange heater remains in the desired position, with the nozzle 37 5 of the profile element 36,36 'being directed at a certain angle towards the window surfaces of the vehicle. In practice, the nozzle 37 forms a longitudinal, downwardly or obliquely downwardly directed slot towards the window surfaces. The preferred angle between the window surface and the air flow is about 15-25 °, preferably 20 °. The above with respect to the fin flange coil of the passenger compartment 11 also applies in all respects to the separate arrangement of the cab 10.

The fresh air duct 14 "and 13" shown in Fig. 1 are connected to a duct 40 (Fig. 4), which in the example shown in Fig. 4 is formed of a flexible material, for example a plastic coated fabric 15, connected to the heater profile parts 36,36 'along the length of the flange heater 20. The duct 40 made of flexible material is connected to the corresponding fin flange heater so tightly that it forms a pressure chamber with a significantly higher pressure than in the passenger compartment and cab and the cross-sectional surface 20 of the duct 40 is predetermined in relation to the length of the duct 40 and the width of the opening 37. A relatively large amount of inlet air is therefore forced down to the fin flange heater 20, etc., between the flanges along the entire length of the heater, which flanges are perpendicular to the heater fluid line. The outside air then becomes heated during the winter, and thus the heated air passes out through the gap 37 and flows downwards from inside the window surfaces of the vehicle, both in the passenger compartment and in the cab. The design and operation of the duct 40 ensures that substantially the same amount of air is distributed along each long side of the passenger compartment.

The heated air heated in this way and flowing through the longitudinal slot mixes with the heat provided by the primary thermal circuit of the vehicle, i.e. line 16,16 'of Figure 3. The relatively large amount of air introduced into the roof through the fresh air intakes made into the ceiling, however, creates a small but desired overpressure in the passenger compartment, whereby the valve 45 (Fig. 1), which is always open during the trip 35, causes the overpressure to flow towards this valve. The cab can then be said to form a vacuum zone. The arrows in Figures 1 and 2 indicate the flow direction of the air 7 79264 1, i.e. from the rear forward, and the right side of Figure 2 illustrates how the combined system is utilized in winter with severe or very severe cold, while the left side of Figure 2 shows an example of summer operation below.

5

In order to avoid "cold radiation" during cold weather, especially if the above-mentioned channel 40 is of plastic-coated fabric, a woven, insulating second channel 41 can be positioned so as to surround the channel 40 on the side away from the vehicle body and at the same time a separate air-carrying duct, which is connected to the other side of the channel 40, the other side of the central portion of the vehicle, for example, the nozzles 42 and / or the rear through the outlet opening 43. However, the duct 41 is intended to be used mainly in warm weather and the connection (not shown) between the ducts 40 and 41 is therefore made so that it can be opened and closed.

In the fall and spring, both ducts can be used so that duct 40 brings warm air and duct 41 cold air.

A separate flow circuit 31-33 20 arranged solely for the cab 12 is made in exactly the same way as described above in connection with the flow circuit 19-21, at least the guide part 32,33 being made as a rib flange tube, which in turn is surrounded in the same way by the guide and fastening piece. as described in connection with Figure 4. The slit corresponding to the slot 37 formed therein is intended to cause the heated or cooled air to flow downwards towards the cab side window and another similar slot to cause the air to flow downwards towards the windscreen of the vehicle.

The operation of the new system has been described above mainly in such a way as to provide pleasant air for the interior of the vehicle during the cold season. In the warm season, it may be sufficient to use only the circuit 19-21 and the cooling device 27 connected thereto, which then ensure that a corresponding comfortable temperature is obtained in the vehicle spaces, as illustrated in the left-hand part of Figure 2. It is advantageous to install the control means for the heating and ventilation circuits, not shown, but known per se, both shown and described, in a place where the driver of the vehicle can comfortably reach.

6 79264 1 The heating and ventilation circuit or circuits described above, which are approximately flush with or just above the top of at least a large part of the vehicle window surfaces, may, in certain circumstances, alone produce air comfortable for both passengers and 5 drivers. Then, of course, these are passenger vehicles in countries with a mild climate and there is no particularly significant difference between the different seasons.

In the Nordic countries, for example, on the other hand, it may be necessary for the drive 10 to have a conventional, near-floor radiator system, for example as illustrated in Figure 2, and whose temperature can be controlled in the same way as in circuits 19-21 or 31-33.

The apparatus according to the invention is furthermore designed to use a rather low-temperature liquid, usually at a temperature of about 30 ° C. If a liquid with a temperature of about 30 ° C flows through the corresponding flow circuit, the temperature of the air flowing downwards through the gap 37 or the opening (and the corresponding opening in the cab) becomes about 25 ° C, i.e. the temperature which gives the window surface a physiologically correct temperature level, 20 to be in balance with human skin temperature. This downward airflow, the temperature level of which has dropped as it travels down the surface of the heat-absorbing glass, then draws in the adapted convection heat given by the radiators located at the underside of the vehicle, thereby also heating the airflow to a comfortable surface temperature. As an example of the liquid temperature of circuits 16, 16 ', 19-21, 31-34, it should be mentioned that in winter it should deviate only slightly from the skin temperature of the occupants and in summer the system temperature can be adjusted to preferably lower than the average outdoor temperature.

30

It is clear to a person skilled in the art that a passenger transport vehicle does not necessarily have to be a bus. Other vehicle types may also be considered. It is also clear that the exemplary profile elements may have a different shape from that shown.

35

Claims (9)

79264 ^ Claims A temperature control and ventilation system for a passenger vehicle (10) having a liquid-cooled engine (5) and heated engine cooling water for heating the passenger and cab compartments (11,12) of the vehicle by passing the cooling water in the first through a flanged radiator located in the fluid circuit near the floor of the vehicle, said cooling water being arranged via the second m.step circuit (19-21) to co-operate with the outside air introduced via the air intakes (13,14) so that said air is heated from the temperature in the second fluid circuit and is supplied to the interior of the vehicle through openings (37) in the vicinity of the side windows in the upper parts of the vehicle, in addition to which heat exchangers are provided to heat the liquid in the fluid circuits 15, characterized by a combination of: a) fresh air intakes (13,14) 20 channels (40) arranged in the vehicle and that there are at least two such air intakes in the passenger compartment, which are arranged opposite each other and that there is a separate air intake in the cockpit, which cooperates with a separate duct, 25 b) that there is a separate air intake in the passenger compartment; a second fluid circuit (19-21) and a separate third fluid circuit (31-34) for the cab space, and that said second and third fluid circuits are each cooperating with one separate heat exchanger (27), and that there is a separate pump for each fluid circuit, 30 c) that the second and third fluid circuits (19-21 resp., 31-34) consist of fin flange tubes arranged in separate channels (40), one of which extends longitudinally on each side of the passenger compartment and one is arranged in the cab 35 at an angle such that part of said channel extends longitudinally and its extension extends beyond east of the longitudinal direction of the vehicle, each rib flange tube being arranged obliquely downwards of the duct 10 79264 teen in the vicinity of the outlet facing the front window, d) that one air outlet from the vehicle is located below the vehicle compartment 5 and e) that the system uses low temperatures, water at approx. + 30 ° C. Temperature control and ventilation device according to claim 1, characterized in that the second and third liquid circuits (19-21 and 31-34, respectively) have means (22, 23) for monitoring the temperature of the liquid, which liquid circuits are further connected to the first liquid circuit (16,16 ') so that the heated coolant is fed to them automatically if necessary. Temperature control and ventilation device according to Claim 1, characterized in that the fin flange coil (19-21, 32, 33) has means (36, 36 ', 37) for forcing the introduced outdoor air between the flanges of the heat radiator and distributing it. suitably warm through the vehicle window surfaces to the vehicle spaces. Temperature control and ventilation apparatus according to claims 1 and 2, characterized in that the duct (40) is made of a flexible material 25 and is mounted so as to be partially integrated in a second, lateral duct (41), the latter duct (41) being it is further connected to the duct (40) in an openable and closable manner and has means (42, 43) for connecting it to its vehicles. Temperature control and ventilation device according to Claim 3, characterized in that the opening (37) is directed towards the window surfaces at a certain angle, which is preferably 15 to 20 °. Temperature control and ventilation device according to one or more of the preceding claims, characterized in that the duct (40) forms a pressure chamber, which ensures that the outdoor air is evenly distributed over the entire length of the duct (40). 11 79264 Temperature control and ventilation device according to one of the preceding claims, characterized in that the temperature of the liquid circulating in the circuits (16, 16 ', 19 to 21, 32, 33, 34) differs only slightly in winter from the skin temperature of the occupants. 5 Temperature control and ventilation device according to one of the preceding claims, characterized in that the temperature of the liquid circulating in the circuits is preferably lower than the average outdoor temperature during the summer. 10 Temperature control and ventilation device according to one of the preceding claims, characterized in that a vertical plug line (26) is connected to the return line of the primary circuit (16 ') and the return line of the second liquid circuit to transfer any air bubbles to said primary circuit return line (25'). 30 35 12 79264