JP2000280897A - Ventilation device for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To let the habitability of a cabin be excellent when the rolling stock comes to a stand still, and furthermore, let the cabin be efficiently air- conditioned. SOLUTION: In this device, the air feeding side of an intake air blower 3, and the suction side of an exhaust air blower 4, are connected with a cabin 2, and a main intake duct 6 and an auxiliary intake duct 10 are connected with the suction side of the intake air blower 3 so as to let a main exhaust duct 8 and an auxiliary exhaust duct 12 be connected with the air feeding side of the exhaust air blower. In addition, each damper 13 is provided for the auxiliary intake duct 10 and the auxiliary exhaust duct 12. The dampers 13 receive a direction to block their actions from the control device 14 when the rolling stock is running, the dampers 13 also receive a direction to release actions when it comes to a stand still, and furthermore, at least the intake air blower 3 receives a direction to actuate rotation at low speed. This constitution thereby allows noise to be lowered, an air conditioning efficiency to be enhanced, and also allows energy saving of air-conditioning to be realized.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ventilation system for a railway vehicle that draws outside air into a vehicle body and exhausts air inside the vehicle body outside the vehicle.

[0002]

2. Description of the Related Art FIG. 5 and FIG.
FIG. 5 is a diagram showing a conventional railcar ventilation device disclosed in Japanese Patent No. 2152, FIG. 5 is a side view of a vehicle body, and FIG. 6 is a conceptual configuration diagram of a ventilation device provided in the vehicle body of FIG. In the figure,
Reference numeral 1 denotes a vehicle body in which a vehicle compartment 2 is formed, reference numeral 3 denotes an intake blower having an air supply side connected to the vehicle compartment 2, and reference numeral 4 denotes an exhaust blower having an intake side connected to the vehicle compartment 2.

[0005] Reference numeral 5 denotes an intake port provided in the vehicle body 1 and communicating with outside air; 6, an intake duct having one end communicating with the intake port 5 and the other end connected to the intake side of the intake air blower 3; An exhaust port is provided and communicates with the outside air. Reference numeral 8 denotes an exhaust duct having one end connected to the exhaust port 7 and the other end connected to the air supply side of the exhaust blower 4.

[0004] The conventional railcar ventilation system is constructed as described above. When the intake air blower 3 and the exhaust air blower 4 are energized, the outside air flows from the air inlet 5 through the air intake duct 6 and is supplied by the air blower 3. The air is sucked and sent to the passenger compartment 2. Then, the air in the passenger compartment 2 is sucked by the exhaust blower 4, sent out from the exhaust port 7 through the exhaust duct 8, and ventilates the interior of the passenger compartment 2.

[0005]

In the conventional ventilation system for a railway vehicle as described above, the pressure fluctuation generated when the vehicle body 1 enters the tunnel and when the trains pass each other propagates to the passenger compartment 2. An intake duct 6 and an exhaust duct 8 having a large pressure loss are provided to alleviate the propagation of the pressure fluctuation to the passenger compartment 2, and a high static pressure intake blower is provided to cope with the large pressure loss. 3 and an exhaust blower 4 are provided.

[0006] Even when the vehicle body 1 is stopped and there is no pressure fluctuation, the intake air blower 3 and the exhaust blower 4 with high static pressure are operated at a high rotational speed for ventilation of the vehicle interior 2. . Due to the operation of such a high static pressure blower, there is a problem that noise when the vehicle is stopped is increased. Further, there is a problem that the air pressure by the high static pressure blower increases and the temperature of the air increases, so that the air conditioning load on the vehicle compartment 2 increases.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and it is an object of the present invention to provide a ventilation device for a railway vehicle capable of obtaining good occupant comfort in a vehicle compartment while stopping the vehicle and efficiently performing air conditioning. Aim.

[0008]

SUMMARY OF THE INVENTION In a ventilation apparatus for a railway vehicle according to the present invention, an air blower having an air supply side connected to a cabin of a vehicle body and an exhaust air blower having an air intake side connected to a vehicle cabin are provided. Are connected to the outside air and the other end is connected to the intake side of the intake blower, and the main intake duct and sub intake duct are connected to the outside air, and the other end is connected to the exhaust side of the exhaust blower. And a sub-exhaust duct, a damper provided in each of the sub-intake duct and the sub-exhaust duct, a command to close the damper when the vehicle is running, and a command to open the damper when the vehicle is stopped. And a control device for instructing at least the suction blower of the suction blower to perform a low rotation speed operation.

In the railcar ventilation system according to the present invention, the sub intake duct is disposed in communication with the main intake duct at a position of the main intake duct near the intake blower, and the sub exhaust duct is connected to the main exhaust duct. At a position close to the exhaust blower, and communicates with the main exhaust duct.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 1 to 4 show an example of an embodiment of the present invention. FIG. 1 is a conceptual configuration diagram of a railcar ventilation device, and FIG. 2 shows a relationship between characteristics of a blower and duct resistance in FIG. FIG. 3 is a diagram corresponding to FIG. 1 showing a state of the vehicle body of FIG. 1 when traveling, and FIG. 4 is a diagram corresponding to FIG. 1 showing a state of the vehicle body of FIG. 1 when stopped. In the figure, reference numeral 1 denotes a vehicle body in which a cabin 2 is formed;
, 4 is an exhaust blower whose intake side is connected to the vehicle compartment 2.

Reference numeral 5 denotes a main intake port provided on the vehicle body 1 and communicating with outside air; 6, a main intake duct having one end communicating with the main intake port 5 and the other end connected to the intake side of the intake blower 3; Body 1
A main exhaust port which communicates with the outside air, 8 is a main exhaust duct having one end connected to the main exhaust port 7 and the other end is connected to the air supply side of the exhaust blower 4, and 9 is provided in the vehicle body 1. The sub intake port 10 communicated with the outside air has one end connected to the sub intake port 9 and the other end connected to the main intake duct 6 near the air blower 3.

Reference numeral 11 denotes a sub-exhaust port provided on the vehicle body 1 and communicating with the outside air. Reference numeral 12 denotes a sub-exhaust duct having one end connected to the sub-exhaust port 11 and the other end connected to the main exhaust duct 8 near the exhaust blower 4. , 13 are the auxiliary intake duct 10 and the auxiliary exhaust duct 12
The closing operation is performed when the vehicle is running and the opening operation is performed when the vehicle is stopped. A control device 14 is connected to each of the intake blower 3, the exhaust blower 4, and the damper 13.

In the railway vehicle ventilation system configured as described above, the intake blower 3 and the exhaust blower 4 are energized, and the damper 13 is closed by the operation of the control device 14 while the vehicle body 1 is running. 3, the sub intake duct 10 and the sub exhaust duct 12 are closed, and outside air is sucked from the main intake port 5 through the main intake duct 6 by the intake air blower 3 and sent to the passenger compartment 2 as shown in FIG. I'm bothered. Then, the air in the vehicle compartment 2 is sucked in by the exhaust blower 4, sent out from the main exhaust port 7 through the main exhaust duct 8, and the inside of the vehicle compartment 2 is ventilated.

As described above, when the vehicle body 1 is running, the interior of the passenger compartment 2 is ventilated through the main intake duct 6 and the main exhaust duct 8. For this reason, the pressure loss in the duct becomes large, and the high-pressure intake blower 3 and exhaust blower 4
Operates, the problem that the pressure fluctuation generated by the vehicle body 1 entering the tunnel or the like propagates to the vehicle compartment 2 is reduced.

If the vehicle body 1 is stopped, the control unit 1
4, the damper 13 is opened, and as shown in FIG. 4, the outside air passes through both the main intake port 5 through the main intake duct 6 and the sub intake port 9 through the sub intake duct 10, and the intake air blower 3 is opened. And is supplied to the vehicle compartment 2. Then, the air in the passenger compartment 2 is sucked in by the exhaust blower 4, passes through the main exhaust duct 8 and the main exhaust port 7 and the sub exhaust duct 12
Through the auxiliary exhaust port 11 to ventilate the interior of the passenger compartment 2.

As described above, when the vehicle body 1 is stopped, the interior of the passenger compartment 2 is ventilated through the main intake duct 6 and the sub intake duct 10, and the main exhaust duct 8 and the sub exhaust duct 12. For this reason, when the pressure loss of the duct is reduced and the rotation speed of the intake blower 3 is reduced, the operating point of the intake blower 3 moves from the point A to the point B as shown in FIG.

Therefore, even when the rotational speed of the intake air blower 3 is reduced, the amount of air blow does not decrease. For this reason, it becomes possible to operate the intake blower 3 and the exhaust blower 4 at a low rotation speed, and it is possible to reduce noise caused by the operation of the intake blower 3 and the like.

If the vehicle body 1 is stopped, the control device 1
4, the intake blower 3 and the exhaust blower 4
Of these, at least the intake blower 3 operates at a low rotational speed, so that an increase in the air supply pressure from the intake blower 3 is suppressed. As a result, it is possible to reduce the temperature rise of the air blown from the air blower 3. Therefore, cabin 2
Therefore, the air conditioning load of the vehicle can be reduced and the air conditioning can be performed efficiently, so that the comfort of the passenger compartment while the vehicle is stopped can be improved and the air conditioning energy can be saved.

[0019]

As described above, the present invention provides, as described above, an intake air blower whose air supply side is connected to the vehicle cabin and an exhaust air blower whose air intake side is connected to the vehicle cabin; Are a main intake duct and a sub intake duct connected to the intake side of the intake blower, one end is connected to the outside air, and the other end is a main exhaust duct and a sub exhaust duct connected to the intake side of the exhaust blower; A damper provided in each of the intake duct and the auxiliary exhaust duct, and a closing operation commanded to the damper when the vehicle body is traveling, and an opening operation commanded to the damper when the vehicle body is stopped. And a control device for instructing the blower to perform a low rotation speed operation.

Accordingly, when the vehicle body is running, the interior of the vehicle is ventilated through the main intake duct and the main exhaust duct, so that the pressure loss of the duct is increased and a high static pressure intake blower is provided. And the like operate to alleviate the problem that pressure fluctuations caused by the vehicle entering the tunnel and the like propagate to the passenger compartment. If the vehicle body is stopped, the damper is opened by the operation of the control device, and the outside air is sucked by the intake blower through both the main intake duct and the sub intake duct, and is supplied to the passenger compartment. Then, the air in the passenger compartment is sucked in by the exhaust blower and sent out from both the main exhaust duct and the sub exhaust duct to the outside to ventilate the passenger compartment. For this reason, the pressure loss of the duct is reduced and the amount of air does not decrease even when the rotation speed of the intake blower is reduced. For this reason, it is possible to operate at least the intake blower at a low rotation speed, and there is an effect of reducing noise caused by the operation of the intake blower and the like. Further, since the intake air blower and the like operate at a low rotation speed while the vehicle body is stopped, an increase in the air supply pressure is suppressed.
As a result, the temperature rise of the air blown from the intake blower is reduced, and the air conditioning load on the passenger compartment is reduced, so that the air conditioning can be efficiently performed. It has the effect of saving.

In the ventilation apparatus for a railway vehicle according to the present invention, the auxiliary intake duct is disposed in communication with the main intake duct at a position of the main intake duct near the intake blower,
The sub exhaust duct is arranged in communication with the main exhaust duct at a position near the exhaust blower of the main exhaust duct.

Accordingly, when the vehicle body is running, the interior of the vehicle is ventilated through the main intake duct and the main exhaust duct, so that the pressure loss of the duct is increased and a high static pressure intake blower is provided. And the like operate to alleviate the problem that pressure fluctuations caused by the vehicle entering the tunnel and the like propagate to the passenger compartment. If the vehicle body is stopped, the damper is opened by the operation of the control device, and the outside air is sucked by the intake blower through both the main intake duct and the sub intake duct, and is supplied to the passenger compartment. Then, the air in the passenger compartment is sucked in by the exhaust blower and sent out from both the main exhaust duct and the sub exhaust duct to the outside to ventilate the passenger compartment. For this reason, the pressure loss of the duct is reduced and the amount of air does not decrease even when the rotation speed of the intake blower is reduced. For this reason, it is possible to operate at least the intake blower at a low rotation speed, and there is an effect of reducing noise caused by the operation of the intake blower and the like. Further, since the intake air blower and the like operate at a low rotation speed while the vehicle body is stopped, an increase in the air supply pressure is suppressed.
As a result, the temperature rise of the air blown from the intake blower is reduced, and the air conditioning load on the passenger compartment is reduced, so that the air conditioning can be efficiently performed. It has the effect of saving.

[Brief description of the drawings]

FIG. 1 is a view showing a first embodiment of the present invention, and is a conceptual configuration diagram of a ventilation device for a railway vehicle.

FIG. 2 is a graph showing a relationship between characteristics of the blower in FIG. 1 and duct resistance.

FIG. 3 is a view corresponding to FIG. 1, showing a state of the vehicle body in FIG. 1 during traveling.

FIG. 4 is a view corresponding to FIG. 1, showing a state when the vehicle body of FIG. 1 is stopped.

FIG. 5 is a view showing a conventional railcar ventilation device, and is a side view of a vehicle body.

FIG. 6 is a conceptual configuration diagram of a ventilation device provided in the vehicle body of FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Body, 2 cabin, 3 blower for intake, 4 blower for exhaust, 6 main intake duct, 8 main exhaust duct, 10 auxiliary intake duct, 12 auxiliary exhaust duct, 13 damper, 14
Control device.

Claims (2)

[Claims] 1. An air blower having an air supply side connected to a cabin of a vehicle body and an exhaust air blower having an air intake side connected to the cabin, one end communicating with outside air and the other end being an intake side of the air blower. A main exhaust duct and a sub-exhaust duct, one end of which communicates with the outside air and the other end of which is connected to the air supply side of the exhaust blower; A damper provided in each duct;
When the vehicle is running, command the closing operation to the damper,
A ventilation device for a railway vehicle, comprising: a control device that instructs the damper to perform an opening operation when the vehicle body stops, and instructs at least one of the intake blower and the exhaust blower to perform a low rotation speed operation. 2. A sub intake duct is disposed in communication with the main intake duct at a position of the main intake duct near the intake blower, and the sub exhaust duct is arranged at a position of the main exhaust duct near the exhaust blower. The ventilation device for a railway vehicle according to claim 1, wherein the ventilation device is disposed in communication with the ventilation system.