JP2005081889A - Air-conditioning ventilation system of high-speed railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air-conditioning ventilation system of a high-speed railroad vehicle using a cooling device of an air cycle system. <P>SOLUTION: The air-conditioning ventilation system of the high-speed railroad vehicle is constituted such that the cooling device 12 of the air cycle system (composed of a compressor 12A, a heat exchanger 12B, and an expansion machine 12C) is installed in an air supply duct 2 communicating to the cabin of the railroad vehicle. The upstream and downstream of the cooling device 12 are connected to each other through a first bypass passage 13 which is provided with a first variable flow valve 14. The temperature of a cooling wind into the cabin is adjusted by controlling the valve 14, while pressure is in the vehicle controlled by regulating the revolving speed of an air exhaust fan 41. A dehumidifying device 11 is installed upstream of the cooling device 12, and the upstream and downstream of the dehumidifying device 11 are connected to each other through a second bypass passage 21 which is provided with a second variable flow valve 22. The humidity of the cooling wind into the cabin is adjusted by controlling the valve 22. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an air-conditioning ventilation system for a high-speed railway vehicle using an air cycle type cooling device.

  Conventionally, as an air-conditioning ventilation system for a railway vehicle, a compression refrigeration cycle using a chlorofluorocarbon-based refrigerant capable of utilizing a large latent heat has been mainstream.

  However, HCFC, which has been widely used from the viewpoint of protecting the global environment in recent years, is limited in consumption after 1996 and is scheduled to be abolished in 2020. In order to comply with these regulations, a more environmentally friendly mixed refrigerant or a natural refrigerant such as ammonia is used as an alternative to the fluorocarbon refrigerant used in the compression refrigeration system that has been used most in the conventional air conditioning field. Has been reviewed. Therefore, a vehicle air conditioning system using an air refrigeration cycle that uses air, which is a natural refrigerant, instead of Freon has been proposed (see, for example, Patent Document 1).

  By the way, in high-speed railway vehicles such as the Shinkansen, natural ventilation is difficult. Therefore, the vehicle has an airtight structure, and a combination of a ventilation device having an air supply fan and an exhaust fan and an air conditioner is used for each vehicle according to the capacity. In general, forced ventilation (normal ventilation) and air conditioning are performed with the air volume (see, for example, Patent Documents 2 and 3).

  Specifically, for example, as shown in FIG. 3, air taken in from the outside of the vehicle by the air supply fan 101 is supplied to the vehicle through the air supply duct 106 in which the air supply fan 101 and the refrigerant type air conditioner 102 are sequentially provided. The vehicle interior 103 is sent at a constant rate, while the vehicle interior air is discharged outside the vehicle through an exhaust duct 107 having an exhaust fan 104 at a constant rate. In the exhaust duct 107, a branch duct 107 a branches on the upstream side of the exhaust fan 104, the branch duct 107 a is connected to the downstream side of the air supply fan 101 of the air supply duct 106, and a part of the exhaust is passed through the air supply duct 101. It is configured to return to the passenger compartment. In addition, another fan 105 is provided in the waste heat supply duct 108 in order to discharge the waste heat exchanged in the air conditioner 102 to the outside.

  Thus, in a high-speed railway vehicle, the interior of each vehicle is communicated with the outside of the vehicle via a ventilation device.For example, when the pressure outside the vehicle fluctuates due to passing between vehicles or entering the tunnel of the vehicle, If this is the case, the pressure inside the vehicle will fluctuate abruptly, and as a result, there is a problem in that the passengers experience an uncomfortable feeling called “ear pinching” in the ears. In order to prevent this, in the technique of Patent Literature 2, when a closing means is provided at the inlet of the air supply fan and the outlet of the exhaust fan, and an increase in the air volume over a certain amount due to fluctuations in the external pressure is detected for any vehicle, In addition, by controlling the closing means of all the vehicles to be closed, the “ear pinching phenomenon” experienced by passengers is prevented. Further, in the technique of Patent Document 3, the air pressure outside the vehicle is detected, and the rotation speed control of the air supply fan and the exhaust fan is performed so as to suppress the rapid fluctuation of the in-vehicle pressure based on the detected value.

Also, it is known that in an air cycle type cooling device, a humidity medium that absorbs and releases moisture in contact with air is used, and air is dehumidified as a working fluid for the air cycle before being supplied to the compressor. (For example, refer to Patent Document 4).
JP-A-10-175544 (paragraph numbers 0020 to 0022) Japanese Patent Laid-Open No. 5-294236 (paragraph numbers 0010, 0016, 0020, 0021) JP 2001-180484 A (Claim 2) Japanese Unexamined Patent Publication No. 2000-257968 (see paragraph numbers 0090 and 0095 and FIG. 1)

  If the inventor makes an air-conditioning ventilation system using an air cycle that supplies air, which is a refrigerant, directly into the passenger compartment, the rotation speed of the compressor of the air cycle is high and high pressure can be obtained. Focusing on simplification of the system, since the above-mentioned “pinching phenomenon” can be prevented without providing means or controlling the rotational speed, and the air supply fan 101 (see FIG. 3) is not necessary. Thus, the present invention has been developed.

  According to the first aspect of the present invention, an air supply duct through which air flows from the outside of the vehicle into the vehicle interior of the vehicle, an exhaust duct through which air flows from the vehicle interior to the outside of the vehicle, and the exhaust duct provided in the exhaust duct from the vehicle interior to the outside of the vehicle. In an air-conditioning ventilation system for a high-speed railway vehicle, which is provided with an exhaust fan that exhausts air through the exhaust duct and performs constant ventilation, an air cycle cooling device that cools the air that is provided in the air supply duct and is supplied to the vehicle interior A first bypass passage connecting an inlet portion and an outlet portion of the cooling device, a first variable flow valve provided in the first bypass passage, and a dehumidification provided on the upstream side of the cooling device A second bypass passage connecting the inlet portion and the outlet portion of the dehumidifying device, a second variable flow valve provided in the second bypass passage, the first and second With a variable flow valve controlled by adjusting the flow rate of the first and second bypass passages, characterized in that it comprises an adjustment means for adjusting the fan speed of the exhaust fan. Here, the adjustment means may perform adjustment by analog control using an electric circuit using a relay or the like, or may perform adjustment by digital control using a microcomputer or the like.

  In this way, since the compressor in the air cycle type cooling device performs the same function as a conventional air supply fan, the air supply fan that has been required in the past can be omitted, and the entire system can be simplified. Can be planned. Therefore, it is advantageous in simplifying the size.

  In addition, since the air cycle type cooling device has a large pressure increase amount, there is no possibility that a fluctuation in the external pressure peculiar to a high-speed railway vehicle such as the Shinkansen will propagate to the inside of the vehicle. Even if it is not used, ventilation is possible at all times. Further, by adjusting the fan rotation speed of one exhaust fan, the vehicle pressure control can be performed, and the vehicle pressure control can be simplified.

  In addition, air conditioning supplied to the passenger compartment by adjusting the amount of air flowing through the bypass passage and the amount of air cooled by the cooling device with a variable flow valve provided in the bypass passage that bypasses the cooling device Wind temperature can be controlled easily.

  Since the air taken in from the outside and cooled is supplied as it is into the vehicle interior, humidity control of the vehicle interior can be performed by performing humidity control on the air using a dehumidifier. In this case, the variable flow valve provided in the bypass passage that bypasses the dehumidifying device adjusts the amount of air that flows through the bypass passage and is not dehumidified, and the amount of air that is dehumidified by the dehumidifying device, thereby supplying the vehicle interior. The humidity control of the conditioned air can be easily performed.

  According to a second aspect of the present invention, there is provided an air supply duct through which air flows from the outside of the vehicle into the vehicle interior of the vehicle, an exhaust duct through which air flows from the vehicle interior to the outside of the vehicle, and the exhaust duct provided in the exhaust duct from the vehicle interior to the vehicle exterior. In an air-conditioning ventilation system for a high-speed railway vehicle, which is provided with an exhaust fan that exhausts air through the exhaust duct and performs constant ventilation, an air cycle cooling device that cools the air that is provided in the air supply duct and is supplied to the vehicle interior A bypass passage connecting an inlet portion and an outlet portion of the cooling device, a variable flow valve provided in the bypass passage, a temperature sensor for detecting a room temperature in the vehicle compartment, and a pressure in the vehicle compartment Receiving the signals from the first pressure sensor, the second pressure sensor for detecting the pressure outside the passenger compartment, the temperature sensor, and the first and second pressure sensors; Control means for adjusting the flow rate of the bypass passage by controlling the variable flow valve based on a signal from the sensor and adjusting the fan rotational speed of the exhaust fan based on the signals from the first and second pressure sensors. It is characterized by providing.

  In this way, since the compressor in the air cycle type cooling device performs the same function as a conventional air supply fan, the air supply fan that has been required in the past can be omitted, and the entire system can be simplified. Can be planned. Therefore, it is advantageous in simplifying the size.

  In addition, since the air cycle type cooling device has a large pressure increase amount, there is no possibility that a fluctuation in the external pressure peculiar to a high-speed railway vehicle such as the Shinkansen will propagate to the inside of the vehicle. Even if it is not used, ventilation is possible at all times. Further, by adjusting the fan rotation speed of one exhaust fan, the vehicle pressure control can be performed, and the vehicle pressure control can be simplified.

  In addition, air conditioning supplied to the passenger compartment by adjusting the amount of air flowing through the bypass passage and the amount of air cooled by the cooling device with a variable flow valve provided in the bypass passage that bypasses the cooling device Wind temperature can be controlled easily.

  According to a third aspect of the present invention, an air supply duct through which air flows from the outside of the vehicle into the vehicle interior of the vehicle, an exhaust duct through which air flows from the vehicle interior to the outside of the vehicle, and the exhaust duct provided in the exhaust duct from the vehicle interior to the outside of the vehicle. In an air-conditioning ventilation system for a high-speed railway vehicle that includes an exhaust fan that exhausts air through the exhaust duct and continuously ventilates through both the ducts, an air cycle that cools the air that is provided in the air supply duct and that is supplied to the vehicle interior A cooling device of the type, a dehumidifying device provided upstream of the cooling device, a bypass passage connecting an inlet portion and an outlet portion of the dehumidifying device, a variable flow valve provided in the bypass passage, A humidity sensor for detecting the humidity in the passenger compartment, a first pressure sensor for detecting the pressure in the passenger compartment, a second pressure sensor for detecting the pressure outside the passenger compartment, A signal from the humidity sensor, the first and second pressure sensors is received, and the flow rate of the bypass passage is adjusted by controlling the variable flow valve based on the signal from the humidity sensor, and the first and second And a control means for adjusting the fan rotational speed of the exhaust fan based on a signal from the pressure sensor.

  In this way, the air cycle cooling device is used, and the air taken in and cooled from the outside is supplied as it is to the vehicle interior. By controlling the humidity with the dehumidifier, the humidity in the vehicle interior can be controlled. It becomes. In this case, the variable flow valve provided in the bypass passage that bypasses the dehumidifying device adjusts the amount of air that flows through the bypass passage and is not dehumidified, and the amount of air that is dehumidified by the dehumidifying device, thereby supplying the vehicle interior. The humidity control of the conditioned air can be easily performed.

  According to a fourth aspect of the present invention, it is desirable to have a waste heat supply duct for supplying air containing waste heat from the heat exchanger of the air cycle type cooling device to the dehumidifier.

  If it does in this way, efficient humidity control will be attained using the waste heat of the heat exchanger of the cooling device of an air cycle system.

  According to a fifth aspect of the present invention, a duct connection switching mechanism is provided that enables the downstream end of the waste heat supply duct to be connected to the passenger compartment instead of the downstream end of the air supply duct during heating. It is also possible.

  If it does in this way, it can utilize not only for dehumidification cooling but humidification heating only by changing the piping of a duct.

  Since it comprised as mentioned above, the air-conditioning function in the high-speed rail vehicle which always ventilates can be obtained, without using Freon (or alternative Freon) which is a refrigerant | coolant which is an environmental problem. The pressure inside the vehicle can be controlled by adjusting the fan rotation speed of the exhaust fan, so that the so-called “pinch phenomenon” can be prevented.

  Embodiments according to the present invention will be described below in detail with reference to the drawings.

  1 and 2 are schematic configurations of an air-conditioning ventilation system for a high-speed railway vehicle according to the present invention, and are explanatory views showing states during dehumidifying cooling and humidifying heating, respectively.

  The air-conditioning ventilation system for a high-speed railway vehicle according to the present invention constantly ventilates the vehicle interior of the vehicle 1, and includes an air supply duct 2 (air supply passage) leading to the rear of the vehicle interior of the vehicle 1, and the vehicle 1. And an exhaust duct 3 (exhaust passage) communicating with the front part of the vehicle interior.

  A dehumidifying device 11 (for example, a rotary dehumidifier) having a dehumidifying unit 11A and a humidifying unit 11B (humidity releasing unit) and an air cycle type cooling device 12 are sequentially provided in the air supply duct 2 from the upstream side. Yes.

  The cooling device 12 is configured such that a compressor 12A, a heat exchanger 12B, and an expander 12C are duct-connected in order, and cools the air supplied into the vehicle interior of the vehicle 1 by an air cycle. The upstream and downstream of the cooling device 12 (the inlet side portion of the compressor 12 </ b> A and the outlet side portion of the expander 12 </ b> C) are connected by a first bypass passage 13. The first bypass passage 13 is provided with a first variable flow valve 14 (electromagnetic variable flow valve) that adjusts the amount of air flowing through the first bypass passage 13.

  Then, the first variable flow valve 14 is controlled by a control means U (adjustment means) made of, for example, a microcomputer to adjust the ratio of the amount of air flowing through the cooling device 12 and the amount of air flowing through the first bypass passage 13. By doing so, it is configured to adjust (optimize) the temperature of the cooling air fed into the vehicle compartment of the vehicle 1. This adjustment is performed based on, for example, a temperature signal from a temperature sensor S1 that detects the temperature in the passenger compartment of the vehicle 1.

  The upstream and downstream of the dehumidifying device 11 located on the upstream side of the cooling device 12 (the inlet side portion and the outlet side portion of the dehumidifying device 11) are connected by a second bypass passage 21. The second bypass passage 21 is provided with a second variable flow valve 22 (electromagnetic variable flow valve).

  The second variable flow valve 22 is also controlled by the control means U, and is fed into the vehicle interior by adjusting the ratio of the amount of air flowing through the dehumidifier 11 and the amount of air flowing through the second bypass passage 21. The humidity of the cooling air is adjusted. This adjustment is performed based on, for example, a humidity signal from a humidity sensor S2 that detects the humidity in the passenger compartment of the vehicle 1. In the case shown in FIG. 1, dehumidification cooling is performed, and in the case shown in FIG. 2, humidification heating is performed. .

  Waste heat obtained by heat exchange from the heat exchanger 11B of the cooling device 12 is sent to the dehumidifier 11 through the waste heat supply duct 32 by the supply fan 31 to promote dehumidification of the dehumidifier 11. ing. The number of rotations of the feeding fan 31 is also controlled by the control means U.

  The exhaust duct 3 is provided with an exhaust fan 41, and the control means U is configured to adjust the fan rotation speed of the exhaust fan 41 to control the in-vehicle pressure. This adjustment is performed, for example, on pressure signals from an in-vehicle pressure sensor S3 (first pressure sensor) that detects the pressure in the vehicle interior of the vehicle 1 and an external pressure sensor S4 (second pressure sensor) that detects the pressure outside the vehicle interior. Based on this, the in-vehicle pressure is maintained at a substantially constant pressure to prevent the so-called “ear pinching phenomenon”.

  The exhaust duct 3 is branched on the downstream side of the exhaust fan 41 into a first duct portion 3a that is opened to the atmosphere as it is and a second duct portion 3b that supplies a part to the air supply duct 2. It is configured.

  If comprised as mentioned above, external air (air) will be taken in through the air supply duct 2 when the cooling device 12 starts an action | operation. The outside air is first dehumidified by the dehumidifying unit 11A of the dehumidifying device 11. That is, based on the signal from the humidity sensor S2, the second variable flow valve 22 is controlled by the control means U according to the humidity in the passenger compartment, and flows through the second bypass passage 21 by the second variable flow valve 22. The amount of air is adjusted. Thereby, the humidity of the air supplied into the vehicle interior is adjusted by the balance between the amount of air passing through the dehumidifying unit 11A and the amount of air bypassing the dehumidifying unit 11A.

  Then, the humidity-controlled air is compressed by the compressor 12A, and the temperature and pressure of the air rise. The compressed air flows into the heat exchanger 12B, and is heat-exchanged with the air flowing through the waste heat supply duct 32 to be cooled. The cooled air is expanded by the expander 12C, and the temperature and pressure of the air are reduced. And the air which becomes low temperature and has moderate humidity is supplied in a vehicle interior. Also at this time, the first variable flow valve 14 is controlled by the control means U based on the signal from the temperature sensor S1, and the amount of air flowing through the first bypass passage 13 is adjusted by the first variable flow valve 14. Is done. Thereby, the temperature of the air supplied into the vehicle interior is controlled by the balance between the amount of air passing through the cooling device 12 and the amount of air bypassing the cooling device 12. Therefore, air cooled by the air cycle type cooling device 12 is always supplied to the vehicle interior, but by partially bypassing the cooling device 12, temperature control is performed, and as a result, overcooling of the vehicle interior is avoided. The

  On the other hand, the air in the passenger compartment is exhausted through the exhaust duct 3. The discharge amount is adjusted by adjusting the fan rotation speed of the exhaust fan 41. By this adjustment, the in-vehicle pressure (pressure in the vehicle interior) is controlled. A part of the exhaust gas is supplied to the air supply duct 2 through the second duct portion 3b and mixed with the air supply, and similarly, dehumidification control and cooling control are performed again and returned to the vehicle interior.

  Control of the in-vehicle pressure is performed by adjusting the fan rotation speed of the exhaust fan 41 by the control means U based on the signals from the pressure sensors S3 and S4 and adjusting the amount of air discharged from the passenger compartment. That is, by adjusting the fan rotation speed of one exhaust fan 41, the in-vehicle pressure control is executed, and the so-called “pinch phenomenon” is avoided.

  Although the air conditioning ventilation system is not specifically illustrated, as shown in FIG. 2, instead of the downstream end 2 a of the air supply duct 2 (the downstream end of the downstream portion of the cooling device 12) during heating, A duct connection switching mechanism is provided that allows the downstream end 32a of the waste heat supply duct 32 (the downstream end of the downstream portion from the dehumidifying device 11) to be connected to the rear portion of the passenger compartment. That is, instead of connecting the downstream portion of the cooling device 12 of the air supply duct 2 (the downstream end 2a of the air supply duct 2) to the passenger compartment of the vehicle 1, it was obtained from the heat exchanger 12B of the cooling device 12. Duct piping can be changed so that the downstream side of the supply fan 31 of the waste heat supply duct 32 carrying the waste heat (air) (the downstream end 32a of the waste heat supply duct 32) can be connected to the passenger compartment of the vehicle 1. It is configured. The duct connection switching mechanism may be configured such that the operator manually changes the duct piping, or mechanically changes the duct piping using a known mechanism. It may be configured as described above.

  When heating is required, by changing the duct piping as described above, the downstream end 2a of the air supply duct 2 (the downstream end of the downstream portion of the cooling device 12) is opened to the atmosphere, while the cooling device 12 The air heated by the waste heat obtained by heat exchange from the heat exchanger 12B is introduced into the vehicle interior of the vehicle 1 to heat the vehicle interior. At this time, air passes through the humidifying section 11B of the dehumidifying device 11 prior to feeding into the vehicle compartment, so that it is appropriately humidified and humidification heating is realized.

It is a schematic structure of the air-conditioning ventilation system of the high-speed railway vehicle which concerns on this invention, Comprising: It is explanatory drawing which shows the state at the time of dehumidification cooling. It is a schematic structure of the air-conditioning ventilation system of the high-speed railway vehicle which concerns on this invention, Comprising: It is explanatory drawing which shows the state at the time of humidification heating. It is explanatory drawing which shows schematic structure of the conventional air-conditioning ventilation system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Air supply duct 3 Exhaust duct 11 Dehumidification apparatus 11A Dehumidification part 11B Humidification part 12 Cooling apparatus 12A Compressor 12B Heat exchange part 12C Expansion machine 13 1st bypass flow path 14 1st variable flow valve 21 2nd bypass flow path 22 Second variable flow valve 31 Supply fan 32 Waste heat supply duct 41 Exhaust fan U Control means (adjustment means)
S1 Temperature sensor S2 Humidity sensor S3 In-car pressure sensor (first pressure sensor)
S4 External pressure sensor (second pressure sensor)

Claims (5)

An air supply duct through which air flows from the outside of the vehicle to the interior of the vehicle, an exhaust duct through which air flows from the interior of the vehicle to the outside of the vehicle, and air is exhausted from the interior of the vehicle to the outside of the vehicle through the exhaust duct. In an air-conditioning ventilation system for a high-speed railway vehicle that is equipped with an exhaust fan to perform continuous ventilation,
An air cycle type cooling device that is provided in the air supply duct and cools the air supplied to the vehicle interior;
A first bypass passage connecting an inlet portion and an outlet portion of the cooling device;
A first variable flow valve provided in the first bypass passage;
A dehumidifying device provided upstream of the cooling device;
A second bypass passage connecting the inlet portion and the outlet portion of the dehumidifier;
A second variable flow valve provided in the second bypass passage;
And adjusting the flow rate of the first and second bypass passages by controlling the first and second variable flow valves, and adjusting means for adjusting the fan rotation speed of the exhaust fan. Air-conditioning ventilation system for high-speed railway vehicles. An air supply duct through which air flows from the outside of the vehicle to the interior of the vehicle, an exhaust duct through which air flows from the interior of the vehicle to the outside of the vehicle, and air is exhausted from the interior of the vehicle to the outside of the vehicle through the exhaust duct. In an air-conditioning ventilation system for a high-speed railway vehicle that is equipped with an exhaust fan to perform continuous ventilation,
An air cycle type cooling device that is provided in the air supply duct and cools the air supplied to the vehicle interior;
A bypass passage connecting an inlet portion and an outlet portion of the cooling device;
A variable flow valve provided in the bypass passage;
A temperature sensor for detecting a room temperature in the passenger compartment;
A first pressure sensor for detecting the pressure in the passenger compartment;
A second pressure sensor for detecting a pressure outside the passenger compartment;
The signals from the temperature sensor and the first and second pressure sensors are received, and the variable flow valve is controlled based on the signal from the temperature sensor to adjust the flow rate of the bypass passage, and the first and second And an air-conditioning ventilation system for a high-speed railway vehicle, comprising: control means for adjusting the fan rotation speed of the exhaust fan based on a signal from the pressure sensor. An air supply duct through which air flows from the outside of the vehicle to the interior of the vehicle, an exhaust duct through which air flows from the interior of the vehicle to the outside of the vehicle, and air is exhausted from the interior of the vehicle to the outside of the vehicle through the exhaust duct. An air-conditioning ventilation system for a high-speed railway vehicle, which is equipped with an exhaust fan to perform continuous ventilation through both ducts.
An air cycle type cooling device that is provided in the air supply duct and cools the air supplied to the vehicle interior;
A dehumidifying device provided upstream of the cooling device;
A bypass passage connecting the inlet portion and the outlet portion of the dehumidifier,
A variable flow valve provided in the bypass passage;
A humidity sensor for detecting humidity in the vehicle compartment;
A first pressure sensor for detecting the pressure in the passenger compartment;
A second pressure sensor for detecting a pressure outside the passenger compartment;
The signal from the humidity sensor and the first and second pressure sensors is received, the variable flow valve is controlled based on the signal from the humidity sensor to adjust the flow rate of the bypass passage, and the first and second And an air-conditioning ventilation system for a high-speed railway vehicle, comprising: control means for adjusting the fan rotation speed of the exhaust fan based on a signal from the pressure sensor.   The air-conditioning ventilation system for a high-speed railway vehicle according to claim 2, further comprising a waste heat supply duct for supplying air including waste heat to a dehumidifier from a heat exchanger of the air cycle type cooling device.   The high speed according to any one of claims 1 to 3, wherein a duct connection switching mechanism is provided that enables the downstream end of the waste heat supply duct to be connected to the passenger compartment instead of the downstream end of the air supply duct during heating. Air conditioning ventilation system for railway vehicles.

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