GB2567735B

GB2567735B - Control method for air conditioning and ventilation system for a train set in the event of a fire

Info

Publication number: GB2567735B
Application number: GB1813935.2A
Authority: GB
Inventors: Oyama Yusuke; Yamamoto Hisatoshi; Shibuya Tomoyuki
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2012-09-24
Filing date: 2012-09-24
Publication date: 2019-08-28
Anticipated expiration: 2032-09-24
Also published as: GB201813935D0; GB2567735A

Description

DESCRIPTION

Title of the Invention

CONTROL METHOD FOR AIR CONDITIONING AND VENTILATION SYSTEM FOR A TRAIN SET IN THE EVENT OF A FIRE

Technical Field [0001]

The present invention relates to a method of controlling, upon the occurrence of a fire, an air-conditioning ventilation system installed in a train set composed of a plurality of cars. When the train set is urgently stopped due to the occurrence of a fire on the car, the method of controlling the air-conditioning ventilation system, jointly using information about a position at which the train set is stopped and ventilation means (air-supply means, exhaust means) installed in each car, is capable of suppressing diffusion of smoke or the like from the car as a fire outbreak point (hereinafter referred to as a "burning car") into the cars adjacent thereto (hereinafter referred to as "adjacent cars") and, in particular, is capable, even if the stopped position is inside a tunnel, of suppressing diffusion of smoke into the tunnel which serves as an evacuation route.

Background Art [0002]

When a fire has occurred on a train set composed of a plurality of cars, passengers and a crew member (hereinafter referred to as "passengers and so on") on board the burning car should quickly evacuate to the adjacent cars through a gangway provided between the cars. It is desirable that smoke or the like should not diffuse into the adjacent cars as evacuation sites when the passengers and so on evacuate to the adjacent cars.

[0003]

Patent Document 1 discloses a method that, when a fire has occurred on a train set composed of a plurality of cars, suppresses propagation of smoke or the like from the burning car into the adjacent cars. This method uses a fire detector, airsupply means, and exhaust means provided in each car, and a control device that controls the air-supply means and the exhaust means provided in each car.

[0004]

Specifically, based on a signal from the fire detector of the car in which a fire has occurred, the control device specifies the car in which the fire is occurring. Then, the control device stops the air-supply means of the burning car and operates only its exhaust means, while the control device stops the exhaust means of the cars adjacent to the burning car and operates only their air-supply means. By this control, the in-car pressure of the burning car is set lower than the in-car pressure of the adjacent cars to suppress diffusion of smoke or the like from the burning car into the adjacent cars.

Citation List

Patent Documents [0005]

Patent Document 1: European Patent Application Laid-Open No. 2239177 Summary of the Invention

Problem to be Solved by the Invention [0006]

According to the method described in Patent Document 1, in order to keep the in-car pressure of the burning car lower than the in-car pressure of the adjacent cars, it is necessary that, using the exhaust means of the burning car, air containing smoke should be exhausted from the inside of the car to the outside of the car. However, when the train set is stopped in a tunnel, air containing smoke is exhausted from the burning car into the tunnel, i.e. to the outside of the car, and therefore, there is a concern that the smoke may fill the tunnel serving as an evacuation route to make it difficult to evacuate from the inside of the tunnel due to the pervasive smoke. In particular, this should be fully considered in the case of a railway with many tunnel sections.

[0007]

It is an object of the present invention to provide a train set having a function that can suppress entry of smoke or the like from a burning car into an adjacent car without hindrance to evacuation of passengers and so on even when the train set is stopped in a tunnel.

Means for solving the Problems [0008]

The problem described above can be solved by the method provided in claim 1.

Advantageous Effect of the Invention [0009]

By a method of controlling an air-conditioning ventilation system installed in a train set according to the present invention, even when the train set is stopped in a tunnel, it is possible to suppress entry of smoke or the like from a burning car into an adjacent car without hindrance to evacuation of passengers and so on in the tunnel regardless of the number of tunnel sections.

Brief Description of the Drawings [0010] FIG. 1 is a side view of a train set composed of a plurality of cars. FIG. 2 is a top view of an air-conditioning device provided on a roof of each car shown in FIG. 1. FIG. 3 is a system structure diagram with respect to the air-conditioning devices incorporating exhaust fans. FIG. 4 is a flowchart of an air-conditioning ventilation system when a fire has occurred on the train set having the system structure shown in FIG. 3. FIG. 5 is a side view of a high-speed train set composed of a plurality of high-speed cars each having an airtight structure body. FIG. 6 is a side view showing the state of the inside of the high-speed car having under its floor an air-conditioning device and a ventilation device. FIG. 7 is a system structure diagram with respect to the air-conditioning devices and the ventilation devices provided to the high-speed cars. FIG. 8 is a flowchart of an air-conditioning ventilation system when a fire has occurred on the high-speed train set having the system structure shown in FIG. 7. FIG. 9 is a top view of a ventilation device having an air-supply fan, an exhaust fan, an air-supply throttle device, and an exhaust throttle device. FIG. 10 is a cross-sectional view of the air-supply (exhaust) throttle device provided in the ventilation device. FIG. 11 is a system structure diagram with respect to the ventilation devices each having the air-supply and exhaust fans and the air-supply and exhaust throttle devices and air-conditioning devices. FIG. 12 is a flowchart of an air-conditioning ventilation system when a fire has occurred on a train set composed of high-speed cars and having the system structure shown in FIG. 11.

Modes for carrying out the Invention [0011]

Hereinbelow, embodiments of the present invention will be described referring to FIGS. 1 to 12. A train set is a set composed of a plurality of cars (a general term for cars that travel along a laid railway) and represents railway cars, monorail cars, new transportation system cars, or the like. Herein, a train set composed of railway cars will be described as a representative of them.

Further, devices having functions relating to air conditioning and ventilation of a train set, such as air-conditioning devices or exhaust fans incorporated in the air-conditioning devices, and air-supply fans and exhaust fans forming ventilation devices, which are installed in the train set, are generically referred to as an air-conditioning ventilation system.

First Embodiment [0012] FIG. 1 is a side view of a train set composed of a plurality of cars. A train set 1 a includes a car 10a (a car 12a, a car 14a) and a gangway 16 for allowing passengers and so on to move between the cars is provided at a coupling portion between the cars. An air-conditioning device 30a for controlling the temperature and humidity inside the car is disposed on a roof of each car. A storage battery 70 and an auxiliary power supply 72 are disposed under a floor of the car 10a. In an emergency, electric power is supplied from the storage battery 70 to communication devices, emergency lights, in-car announcement devices, and so on provided in the train set 1a so that minimum serves are continued. The auxiliary power supply 72 supplies electric power to auxiliary devices such as air compressors, lighting devices (both not illustrated), and the air-conditioning devices 30a.

[0013] FIG. 2 is a top view of the air-conditioning device 30a provided on the roof of each car shown in FIG. 1.

The air-conditioning device 30a includes, in a housing thereof, a refrigeration cycle in which a compressor 38, an outdoor heat exchanger 36, and an indoor heat exchanger 35 are connected by refrigerant piping (not illustrated), an outdoor fan 37 for sending air to the outdoor heat exchanger 36 that dissipates the heat of refrigerant, an indoor fan 32 for sending conditioned air produced by the indoor heat exchanger 35 to the inside of the car, and an exhaust fan 44 for exhausting air inside the car to the outside of the car.

[0014]

Air is exhausted to the outside of the car in such a manner that air inside the car is introduced to the inside of the air-conditioning device 30a through an exhaust port 43 provided in a bottom plate of the housing of the air-conditioning device 30a and then is exhausted to the outside of the air-conditioning device 30a by the exhaust fan 44. Substantially the same amount of air as the amount of air exhausted to the outside of the car by the exhaust fan 44 is taken into the car through gaps at side sliding doors provided for passengers and so on to get on and off, at door pockets for receiving therein the side sliding doors, and so on which are provided in the car 10 (the car 12, the car 14).

[0015] FIG. 3 is a system structure diagram of the train set provided with the air-conditioning devices 30a incorporating the exhaust fans 44. The train set is composed such that the car 10 and the car 14 each having a driver's cab are arranged at both ends of the car 12 as an intermediate car. Even when the number of cars forming a train set is four or more, the system structure is basically the same as that of FIG. 3.

[0016] A power supply line connected to the storage battery 70 and a power supply line connected to the auxiliary power supply 72 are pulled through the entire train set. The exhaust fans 44 incorporated in the air-conditioning devices 30a provided in the respective cars are supplied with electric power from the power supply line connected to the storage battery 70 so that the exhaust fans 44 can be operated even in an emergency when electric power supply from overhead lines is stopped.

[0017]

The indoor fans 32, the outdoor fans 37, the compressors 38, and so on are supplied with electric power from the power supply line connected to the auxiliary power supply 72. A control device 18 that controls the air-conditioning device 30a is provided in each car. A temperature sensor (not illustrated) that outputs an in-car temperature, a fire detector 20, a contactor 8a that controls the indoor fan 32, a contactor 8b that controls the exhaust fan 44, and so on are connected to each control device 18.

[0018] A monitor device 7 that can monitor a cooling/heating operation state and change a set temperature and so on in each car is provided at a driver's seat or the like. Position information 5 is connected to the monitor device 7 so that the monitor device 7 communicates position information of the train set 1a (including information about positions of stations, tunnels, and so on) to the control devices 18.

[0019]

When a fire has occurred on the arbitrary car forming the train set, the fire detector 20 communicates the occurrence of the fire to the control device 18 and then the control device 18 having received the communication displays the occurrence of the fire on the monitor device 7 via a control line. A crew member or the like can specify the burning car while being in the driver's seat or the crew cabin where the monitor device 7 is provided, and can start to evacuate and guide passengers and so on.

[0020] FIG. 4 is a flowchart of an air-conditioning ventilation system when a fire has occurred on the train set having the system structure shown in FIG. 3. When a fire has occurred on the arbitrary car forming the train set 1a, the fire detector 20 provided in the burning car outputs a fire occurrence signal to the control device 18 of the burning car. The control device 18 having received the fire occurrence signal sends fire occurrence information to the monitor device 7 and refers to the position information 5 connected to the monitor device 7 to judge whether the train set 1a is stopped in a tunnel or in an open section (section other than a tunnel).

[0021]

When the train set 1a is stopped in the tunnel, the control devices 18 of the burning car and the adjacent cars stop the indoor fans 32 (including the outdoor fans 37 and the compressors 38) and the exhaust fans 44 incorporated in the air-conditioning devices 30.

[0022]

When the train set 1a is stopped in the open section (section other than a tunnel), the control device 18 of the burning car stops the indoor fan 32 (including the outdoor fan 37 and the compressor 38) incorporated in the air-conditioning device 30 and continues the operation of the exhaust fan 44, while the control devices 18 of the adjacent cars stop the indoor fans 32 (including the outdoor fans 37 and the compressors 38) and the exhaust fans 44 incorporated in the air-conditioning devices 30.

[0023]

By this, when a fire has occurred on the arbitrary car forming the train set 1 a, the operation of the indoor fans 32 of all the cars is stopped and thus it can be suppressed that air containing smoke is stirred in the cars to make evacuation difficult and that air is supplied to a fire outbreak point to promote the fire.

[0024]

Further, when the train set 1a is stopped in the tunnel, since the exhaust fan 44 of the burning car is also stopped, exhaust air containing smoke is not exhausted into the tunnel from the burning car so that it is possible to suppress hindrance to evacuation activities in the tunnel.

[0025]

Further, when the train set 1a is stopped in the open section (section other than a tunnel), the operation of only the exhaust fan 44 of the burning car is continued, while the operation of the exhaust fans 44 of the remaining cars, i.e. including the adjacent cars and excluding the burning car, is stopped. Consequently, since the in-car pressure of the burning car is kept lower than the in-car pressure of the adjacent cars, diffusion of smoke or the like from the burning car into the adjacent cars is suppressed so that passengers and so on can evacuate quickly.

Second Embodiment [0026] FIG. 5 is a side view of a high-speed train set 1 b composed of a plurality of cars each having an airtight structure body. When a car traveling at a high speed (hereinafter referred to as a "high-speed car") passes through a tunnel, the pressure in the tunnel changes largely. If the airtightness of a structure body forming the highspeed car is low, the pressure in the car also changes rapidly due to a pressure change outside the car so that passengers and so on may feel aurally uncomfortable. In order to reduce this uncomfortable feeling due to the change in pressure in the car, the structure body forming the car that travels at a high speed employs a structure body (airtight structure body) in which a portion around a getting-on-and-off door, a coupling portion (gangway 16), and so on have structures with high airtightness.

[0027]

Further, in order to enhance the stability while traveling at a high speed, each of the high-speed cars forming the high-speed train set 1b is installed under its floor with an air-conditioning device 30b and a ventilation device 40b, thereby lowering the center of gravity.

[0028] FIG. 6 is a side view showing the state of the inside of the high-speed car having under its floor the air-conditioning device 30b and the ventilation device 40b. A description will be given using a high-speed car 12b as an example. The other high-speed cars 10b, 14b, and so on forming the high-speed train set 1b have basically the same structure although there are differences such as the presence or absence of a driver's cab.

[0029]

The high-speed car 12b includes an underframe 2 forming a floor surface, side structural members 3 provided upright at both ends in a width direction (tie direction) of the underframe 2, end structural members 4 provided upright at ends in a longitudinal direction of the underframe 2, and a roof structural member 6 placed on upper ends of the side structural members 3 and the end structural members 4. Both end portions in the longitudinal direction of the underframe 2 are supported by a pair of bogies. A duct 15 is placed on an upper surface of the underframe 2 for supplying conditioned air produced by the air-conditioning device 30b to respective portions of the car. Above the duct 15, a floor 17 is provided on which chairs and so on are placed and a crew member, passengers, and so on walk.

[0030]

Under the floor of the high-speed car 12b, there are provided the ventilation device 40b that replaces air inside the car with the fresh open air, the air-conditioning device 30b that takes in air of the car, produces conditioned air with adjusted temperature and humidity, and then supplies again the conditioned air into the car, and an auxiliary power supply 72 that supplies electric power to the air-conditioning devices 30b and air compressors (not illustrated).

[0031]

The ventilation device 40b includes an air-supply fan 42 that supplies air outside the car to the inside of the car and an exhaust fan 44 that exhausts air inside the car to the outside of the car. The air-supply fan 42 and the exhaust fan 44 are fans independent of each other so that the rotational speed (air flow rate) thereof can be independently controlled.

[0032]

The air-conditioning device 30b includes an indoor fan 32 that draws air inside the car and supplies conditioned air, produced while passing through an indoor heat exchanger (not illustrated), to the inside of the car. A ceiling 19 is provided under the roof structural member 6 forming the car and a fire detector 20 is disposed on the in-car side of the ceiling 19.

[0033] FIG. 7 is a system structure diagram with respect to the air-conditioning devices 30b and the ventilation devices 40b provided to the respective cars. The train set is composed such that the high-speed car 10b and the high-speed car 14b each having a driver's cab are arranged as head cars at both ends of the high-speed car 12b as an intermediate car. Even when the number of high-speed cars forming a train set is four or more, the high-speed cars have the same system structure.

[0034]

The air-conditioning devices 30b and the ventilation devices 40b are operated by obtaining electric power from power lines that are respectively drawn over the entire length of the high-speed train set 1 b from the auxiliary power supply 72 and a storage battery 70 (see FIG. 5) provided under the floor of the high-speed car. The indoor fans 32, outdoor fans 37, compressors (both not illustrated), and so on of the air-conditioning devices 30b are operated by receiving electric power from the auxiliary power supply 72, while the air-supply fans 42 and the exhaust fans 44 of the ventilation devices 40b are operated by receiving electric power from the storage battery 72. It may be that the ventilation devices 40b are supplied with electric power from the auxiliary power supply 72.

[0035]

Like the power lines described above, a control line is also drawn over the entire length of the high-speed train set 1b. The control device 18 installed in each high-speed car and a monitor device 7 are connected to the control line. Position information 5 for locating the position of the high-speed train set 1b is connected to the monitor device 7. The monitor device 7 has the same functions as described in the first embodiment.

[0036] A contactor 8a that controls the indoor fan 32 incorporated in the air-conditioning device 30b, and a contactor 8b and a contactor 8c that respectively control the air-supply fan 42 and the exhaust fan 44 incorporated in the ventilation device 40b, are connected to each control device 18.

[0037] FIG. 8 is a flowchart of an air-conditioning ventilation system when a fire has occurred on the high-speed train set having the system structure shown in FIG. 7. When a fire has occurred on the arbitrary car forming the train set 1b, the fire detector 20 provided in the burning car outputs a fire occurrence signal to the control device 18 of the burning car. The control device 18 having received the fire occurrence signal sends fire occurrence information to the monitor device 7 and refers to the position information 5 connected to the monitor device 7 to judge whether the train set 1 b is stopped in a tunnel or in an open section (section other than a tunnel).

[0038]

When the train set 1b is stopped in the tunnel, the control device 18 of the burning car stops the indoor fan 32, the air-supply fan 42, and the exhaust fan 44, while the control devices 18 of the adjacent cars stop the indoor fans 32 and the exhaust fans 44 and continue the operation of the air-supply fans 42.

[0039]

When the train set 1b is stopped in the open section (section other than a tunnel), the control device 18 of the burning car stops the indoor fan 32 and the airsupply fan 42 and continues the operation of the exhaust fan 44, while the control devices 18 of the adjacent cars stop the indoor fans 32, the air-supply fans 42, and the exhaust fans 44.

The indoor fans 32, the air-supply fans 42, and the exhaust fans 44 of the cars other than the burning car and the adjacent cars are stopped regardless of the stopped position of the train set 1 b.

[0040]

When a fire has occurred, since the operation of the indoor fan 32 of the burning car is stopped, it can be suppressed that air containing smoke is stirred in the car and that air is supplied to a fire outbreak point. When the train set 1b is stopped in the tunnel, since the exhaust fan 44 of the burning car is also stopped, exhaust air containing smoke is not exhausted into the tunnel from the burning car so that evacuation of passengers and so on is not hindered. Further, since, in the adjacent cars, the operation of the exhaust fans 44 is stopped while the operation of the air-supply fans 42 is continued, the in-car pressure of the burning car is kept lower than the in-car pressure of the adjacent cars. Therefore, diffusion of smoke or the like from the burning car into the adjacent cars is suppressed so that passengers and so on can evacuate quickly.

[0041]

Further, when the train set 1b is stopped in the open section (section other than a tunnel), the operation of only the exhaust fan 44 of the burning car is continued, while the operation of the exhaust fans 44 of the adjacent cars is stopped. Consequently, since the in-car pressure of the burning car is kept lower than the in-car pressure of the adjacent cars, diffusion of smoke or the like from the burning car into the adjacent cars is suppressed so that passengers and so on can evacuate quickly.

Third Embodiment [0042] A third embodiment is an example of a high-speed train set including, instead of the ventilation devices 40b each having the air-supply fan and the exhaust fan independent of each other as described in the second embodiment, ventilation devices 40c each having an air-supply fan and an exhaust fan at both shaft ends of an electric motor and each having a throttle device, capable of changing the opening ratio, at each of an air-supply port and an exhaust port of the ventilation device.

[0043] FIG. 9 is a top view of a ventilation device having an air-supply fan, an exhaust fan, an air-supply throttle device, and an exhaust throttle device. The ventilation device 40c includes a housing 41 having an air-supply flow path and an exhaust flow path partitioned by a sound-absorbing material or the like, a doubleshaft electric motor 46 disposed in the housing 41, an air-supply fan 42 and an exhaust fan 44 provided at both shaft ends of the electric motor 46, an air-supply discharge port 54 that is provided on the downstream side of the air-supply fan 42 and supplies fresh air into an air-conditioning device 30c, and an exhaust suction port 56 that is provided on the upstream side of the exhaust fan 44 and conducts air inside a car into the exhaust fan 44.

[0044]

Supply air flows along the supply air flow 92 through an air-supply throttle device 60 provided on the upstream side of an air-supply suction port 52 provided in the ventilation device 40c and is sucked into and pressurized by the air-supply fan 42, and then is supplied into the air-conditioning device 30c through the air-supply discharge port 54.

[0045]

Exhaust air flows along the exhaust air flow 94 and is sucked into the exhaust fan 44 through the exhaust suction port 56 provided in the ventilation device 40c. Then, the exhaust air cools the electric motor 46 and then is, through an exhaust discharge port 58, discharged to the atmosphere from an exhaust throttle device 62 provided on the downstream side of the exhaust discharge port 58.

[0046] FIG. 10 is a cross-sectional view of the air-supply (exhaust) throttle device provided in the ventilation device. The air-supply throttle device 60 is provided at the air-supply suction port 52 of the ventilation device 40c, while the exhaust throttle device 62 is provided at the exhaust discharge port 58 of the ventilation device 40c.

Since the air-supply throttle device 60 and the exhaust throttle device 62 have similar structures, only the structure of the air-supply throttle device 60 will be described.

[0047]

The air-supply throttle device 60 includes a housing 63 forming a flow path through which supply air flows, a shaft 65 provided so as to cross a direction in which supply air flows in the housing 63, a shielding plate 66 having the shaft 65 in its plane, and a stepping motor 64 that rotates the shaft 65 having the shielding plate 66. The shielding plate 66 has at its both ends abutment portions 67 which are brought into contact with packings 68 provided on flow path surfaces of the housing 63.

[0048]

When the stepping motor 64 connected to the shaft 65 is operated so that the shielding plate 66 is disposed along the supply air flow direction, the opening ratio becomes maximum, while, when the stepping motor 64 is operated so that the shielding plate 66 is disposed in such a manner that the abutment portions 67 provided at both ends of the shielding plate 66 are in contact with the packings 68, the opening ratio becomes minimum. Since the shielding plate 66 can be held in an arbitrary posture by controlling the stepping motor 64, the opening ratio can be arbitrarily adjusted. With this structure, the air-supply throttle device 60 (and also the exhaust throttle device 62) can arbitrarily control the flow rate passing therethrough.

[0049]

Either of the air-supply throttle device 60 and the exhaust throttle device 62 is not limited to the structure described above as long as it has a mechanism that can change the opening ratio to adjust the flow rate.

[0050] FIG. 11 is a system structure diagram with respect to the ventilation devices each having the air-supply and exhaust fans and the air-supply and exhaust throttle devices and the air-conditioning devices. Since this system structure is basically the same as the system structure described in the second embodiment, only different portions will be described.

[0051] A control device 18 has a contactor 8b that controls the electric motor 46 configured to drive the air-supply fan 42 and the exhaust fan 44 incorporated in the ventilation device 40c, a contactor 8c that controls the exhaust throttle device 62, and a contactor 8d that controls the air-supply throttle device 60.

[0052] FIG. 12 is a flowchart of an air-conditioning ventilation system when a fire has occurred on a train set composed of high-speed cars and having the system structure shown in FIG. 11.

[0053]

When a fire has occurred on the arbitrary car forming the train set 1 b, the fire detector 20 provided in the burning car communicates a fire occurrence to the control device 18 of the burning car. The control device 18 having received the fire occurrence signal sends fire occurrence information to the monitor device 7 and refers to the position information 5 connected to the monitor device 7 to determine whether the train set 1 b is stopped in a tunnel or in an open section (section other than a tunnel).

[0054]

When the train set 1b is stopped in the tunnel, the control device 18 of the burning car stops the indoor fan 32 and the electric motor 46 (electric motor that drives the air-supply fan and the exhaust fan) and keeps small the opening ratios (a1 and a2) of the air-supply throttle device 60 and the exhaust throttle device 62.

[0055]

The control devices 18 of the adjacent cars stop the indoor fans 32 and continue the operation of the electric motors 46. Further, the control devices 18 of the adjacent cars each keep the opening ratio (a1) of the air-supply throttle device 60 greater than the opening ratio (oc2) of the exhaust throttle device 62. For example, the control is implemented to half-open (opening ratio 50%) the air-supply throttle device 60 and to close (opening ratio approximately 0%) the exhaust throttle device 62, or the like.

[0056]

When the train set 1b is stopped in the open section (section other than a tunnel), the control device 18 of the burning car stops the indoor fan 32 and continues the operation of the electric motor 46. Further, the control device 18 of the burning car keeps the opening ratio (a1) of the air-supply throttle device 60 smaller than the opening ratio (a2) of the exhaust throttle device 62. For example, the control is implemented to close (opening ratio approximately 0%) the air-supply throttle device 60 and to half-open (opening ratio about 50%) the exhaust throttle device 62, or the like.

[0057]

Further, the control devices 18 of the adjacent cars stop the operation of the indoor fans 32 and the electric motors 46 and keep small the opening ratios (a1 and a2) of the air-supply throttle devices 60 and the exhaust throttle devices 62. The indoor fans 32 and the electric motors 46 of the cars other than the burning car and the adjacent cars are stopped regardless of the stopped position of the train set 1b.

[0058]

When a fire has occurred on the train set, since the indoor fans 32 of the burning car and the adjacent cars are stopped regardless of the stopped position of the train set, it can be suppressed that air containing smoke is stirred in the cars and that air is supplied to a fire outbreak point.

[0059]

When the train set 1b is stopped in the tunnel, the operation of the electric motor 46 of the burning car is stopped and the opening ratios (a1 and oc2) of the airsupply throttle device 60 and the exhaust throttle device 62 are both kept small. Consequently, it can be suppressed that air containing smoke or the like is expanded due to flames in the burning car and exhausted into the tunnel through the air-supply throttle device 60 and the exhaust throttle device 62. Therefore, diffusion of smoke into the tunnel is suppressed so that evacuation of passengers and so on in the tunnel is not hindered.

[0060]

Further, since, in the adjacent cars, the operation of the electric motors 46 is continued and the opening ratio (a1) of the air-supply throttle device 60 is kept greater than the opening ratio (a2) of the exhaust throttle device 62, the supply air flow rate is greater than the exhaust air flow rate so that the in-car pressure of the adjacent cars is kept higher than the in-car pressure of the burning car to suppress diffusion of smoke from the burning car into the adjacent cars. Accordingly, passengers and so on can evacuate quickly.

[0061]

When the train set 1 b is stopped in the open section (section other than a tunnel), the operation of the electric motor 46 of the burning car is continued and the opening ratio (a1) of the air-supply throttle device 60 is kept smaller than the opening ratio (a2) of the exhaust throttle device 62. Therefore, the supply air flow rate is smaller than the exhaust air flow rate so that the in-car pressure of the burning car is kept lower than the in-car pressure of the adjacent cars. Further, since, in the adjacent cars, the electric motors 46 are stopped and the opening ratios (a1 and oc2) of the air-supply throttle devices 60 and the exhaust throttle devices 62 are both kept small, it is suppressed that air outside the car flows into the burning car through the adjacent cars. Consequently, it is possible to suppress strengthening of the fire so that passengers and so on can evacuate quickly.

Description of Reference Numerals [0062]

1 TRAIN SET

5 POSITION INFORMATION 6 ROOF STRUCTURAL MEMBER 7 MONITOR DEVICE

10, 12, 14 CAR

15 DUCT 16 GANGWAY 17 FLOOR 18 CONTROL DEVICE 19 CEILING 20 FIRE DETECTOR

30 AIR-CONDITIONING DEVICE

32 INDOOR FAN

35 INDOOR HEAT EXCHANGER 36 OUTDOOR HEAT EXCHANGER 37 OUTDOOR FAN 38 COMPRESSOR

40 VENTILATION DEVICE

42 AIR-SUPPLY FAN

44 EXHAUST FAN

46 ELECTRIC MOTOR

52 AIR-SUPPLY SUCTION PORT

54 AIR-SUPPLY DISCHARGE PORT

56 EXHAUST SUCTION PORT

58 EXHAUST DISCHARGE PORT

60 AIR-SUPPLY THROTTLE DEVICE

62 EXHAUST THROTTLE DEVICE

90 CIRCULATING AIR FLOW

92 SUPPLY AIR FLOW

94 EXHAUST AIR FLOW

Claims

1. A method of controlling an air-conditioning ventilation system of a train set comprising a plurality of cars each installed with an air-conditioning device and an electric motor having, at both ends of its rotating shaft, an air-supply fan provided with an air-supply throttle device at an air-supply port and an exhaust fan provided with an exhaust throttle device at an exhaust port, comprising: detecting a position at which the train set is stopped upon occurrence of a fire on the train set; in case of the stopped position being inside a tunnel, stopping the air-conditioning device and the electric motor of the burning car on which the fire has occurred, and setting opening ratios of the air-supply throttle device and the exhaust throttle device to be small, and stopping the air-conditioning device of the car adjacent to the burning car, continuing operation of the electric motor, and setting an opening ratio of the airsupply throttle device to be greater than an opening ratio of the exhaust throttle device; and in case of the stopped position being outside a tunnel, stopping the air-conditioning device of the burning car, continuing operation of the electric motor, and setting an opening ratio of the air-supply throttle device to be smaller than an opening ratio of the exhaust throttle device, and stopping the air-conditioning device and the electric motor of the adjacent car and setting opening ratios of the air-supply throttle device and the exhaust throttle device to be small.

2. The method of controlling an air-conditioning ventilation system of a train set according to claim 1, wherein the air-supply throttle device and the exhaust throttle device each comprise: a housing forming a flow path through which air flows; a shaft provided so as to cross the flow path of the housing; a shielding plate having the shaft in its plane; and a stepping motor capable of rotating the shaft and holding the shaft at an arbitrary position.

3. The method of controlling an air-conditioning ventilation system of a train set according to claim 1, wherein the electric motor is supplied with electric power from a storage battery that is capable of electric power supply even in an emergency when electric power supply from an overhead line is stopped.