JP2008132982A - Conditioned air blowing-out method of railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a conditioned air blowing-out method of a railroad vehicle which makes a residential part of a passenger a comfortable space by preventing conditioned air flowing by becoming an airflow from directly hitting it. <P>SOLUTION: This conditioned air blowing-out method of a railroad vehicle is structured such that, when conditioned air supplied from an air conditioner body is delivered into the railroad vehicle from main ducts 11 and 12 through vertical ducts 17 and 18 formed on side structures, the conditioned air is blown out into the railroad vehicle by optionally setting the ratio of the flow rate of one-side conditioned air to that of the other-side conditioned air so that a descending air current generated by collision, on the upper side in the railroad vehicle, of the conditioned air blown out from the one-side side structure side through the vertical duct 17 with the conditioned air blown out from the other-side side structure side through the vertical duct 18 is generated on an aisle between right and left seats, wherein the number of the right seats is different from the number of the left seats. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a conditioned air blowing method for a railway vehicle, which aims to make the occupant's living part a comfortable space by preventing the conditioned air flowing as an airflow from directly hitting a passenger sitting in a seat. About.

  A high-speed railway vehicle is provided with an air-conditioning system for the railway vehicle so as to keep the interior temperature constant by cooling or heating. FIG. 2 is a simplified diagram showing an air conditioning system for a railway vehicle in a cross section of a high-speed railway vehicle. The vehicle body 100 of the high-speed railway vehicle is composed of a floor structure 101, a roof structure 102, and left and right side structures 103, 103. A plurality are arranged along the longitudinal direction. On the left and right side structures 103, 103, cargo racks 107, 107 are attached above the seats 105, 106, respectively.

  Such a vehicle body 100 constitutes an air conditioning system for a railway vehicle. First, the floor structure 101 is provided with two main ducts 111 and 112 on the right and left sides along the longitudinal direction of the vehicle body 100, and two return ducts 113 and 114 are also provided on the left and right sides. ing. The main ducts 111 and 112 are connected to an air conditioner body (not shown) attached to the floor structure 101, and conditioned air is supplied from the air conditioner body. The air conditioner body is connected to one of the return ducts 113 and 114, and the conditioned air sucked from the suction ports 115 and 116 formed under the seats 105 and 106, respectively, is returned to the air conditioner body. Yes.

  A plurality of vertical ducts 117 and 118 provided in the longitudinal direction of the vehicle body 100 are connected to the left and right main ducts 111 and 112. In the vehicle body 100, a plurality of side windows are formed in the side structures 103, 103 along the longitudinal direction of the vehicle body 100, and the plurality of vertical ducts 117, 118 extend along the side structures 103, 103 between the side windows. Has been launched. The vertical ducts 117 and 118 extend to the lower side of the cargo rack 107, and conditioned air is blown out from the blowout duct formed at the tip thereof into the vehicle.

  Therefore, in the railway vehicle air conditioning system configured in this way, conditioned air from an air conditioner main body (not shown) is supplied to the plurality of vertical ducts 117 and 118 through the main ducts 111 and 112. The conditioned air flowing through the vertical ducts 117 and 118 is blown into the vehicle from under the left and right cargo racks 107 and 107. The blown conditioned air flows obliquely upward along the lower surfaces of the cargo racks 107 and 107 and toward the center of the ceiling of the vehicle body 100, as indicated by the white arrows in FIG.

Next, the conditioned air blown out from the left and right in this manner collides with each other near the center and descends, and further strikes the floor 108 and flows again to the left and right. . On the other hand, the conditioned air in the vehicle is sucked into the return ducts 113 and 114 from the suction ports 115 and 116 which are under the seats 105 and 106 and protrude from the floor 108 and open. The conditioned air that has entered the return ducts 113 and 114 is returned to the main body of the air conditioner and supplied to the main ducts 111 and 112 again to circulate.
Japanese Patent Laid-Open No. 11-347881 (page 2-3, FIG. 1)

  However, such a conventional air conditioning system for a railway vehicle has a problem that the temperature of the lower corner portions P, P on both sides in the vehicle does not rise during the heating operation and the feet of the person sitting on the seats on the left and right side windows are cold. Therefore, a simulation was performed to see what the temperature distribution in the vehicle was when conditioned air at 25 ° C. was blown out. FIG. 4 is a diagram showing the simulation result, and shows a cross-sectional portion passing through the feet of the passenger. As a result, along the flow of the conditioned air flowing in the vehicle, it is divided into a region of 23 ° C. or higher and a region lower than that. In particular, the lower corners P and P are 23 ° C. or lower, and partially lower than 21 ° C. There were also places. In this way, the lower corners P and P are stagnant with relatively cold air as compared with other parts in the vehicle, and so-called cold air masses are formed.

  This is because the air cooled in contact with the wall 109 of the side structure 103 and the side window provided there descends along the side window and the wall 109 due to natural convection caused by a difference in buoyancy, and the lower left and right corners P , P is thought to be stagnating near P. Also, as shown in FIG. 2, the airflow generated in the vehicle collides with the lower part of the vehicle from the upper side and flows in the downward direction, and when it descends to the floor 108, it is divided into right and left again along the floor 108 and the wall 109. Flowing. However, at this time, an air flow is generated so as to avoid the lower corner portions P, P on both sides in the vehicle, and this also causes a cold air mass to be stagnated without being diffused. Therefore, it is conceivable to increase the momentum of the air flow in order to diffuse this cold air mass, but the wind of conditioned air that is too strong is a burden on the body for the passengers and also causes the dust to be rolled up. is not.

  Therefore, until now, when the heating operation is performed, cold air masses are formed in the lower corner portions P and P, and the feet of passengers sitting on the window side have been cooled. If the temperature at the feet is low, it may be difficult for people who are cold to get cold, such as toes, especially when riding a long distance, even though you may want to relax by taking off your shoes. Therefore, it was supposed to be unable to take off.

  Therefore, in order to solve such problems, the present invention has an object to provide a conditioned air blowing method for a railway vehicle that makes a occupant's living part a comfortable space by preventing direct contact with conditioned air flowing as an air flow. To do.

  In the conditioned air blowing method for a railway vehicle according to the present invention, a main duct and a return duct provided on the floor structure along the longitudinal direction of the vehicle body are connected to the air conditioner body, and conditioned air supplied from the air conditioner body is When the main duct is sent into the vehicle through the vertical duct formed in the side structure, the conditioned air blown out from the one side structure side through the vertical duct, and the other side structure side through the vertical duct Arbitrary ratio of the conditioned air flow rate between the one and the other is selected so that the downdraft generated by the conditioned air blown out in the upper part of the car is generated on the passage between the left and right seats with different numbers of left and right seats. It is characterized by being set to be blown into the vehicle.

  In addition, the conditioned air blowing method for a railway vehicle according to the present invention is a railway vehicle in which three rows of seats and two rows of seats are arranged on the left and right in the vehicle, and the conditioned air blown out from the three rows of seats. And the flow rate of conditioned air blown from the two rows of seats is taken as 100, the ratio of the flow rate of conditioned air blown from the three rows of seats is greater than 50 and less than or equal to 60 It is preferable that they are as described above.

Therefore, it is important to prevent the air flow of conditioned air blown into the vehicle from hitting the passengers as much as possible, but according to the present invention, the number of seats divided into left and right is not symmetric. By setting the ratio of the blowout flow rate as the air blowing condition, a downdraft is generated on the passage between the seats.
In particular, in the case of a railway vehicle in which the number of left and right seats is different between 3 rows and 2 rows, the flow rate of the conditioned air blown out from the 3 rows of seats is made larger than 50 and less than 60, Although there is a case where the temperature inside the vehicle is biased by sunlight entering from the side window at the sea side, the descending airflow is almost located on the passage between the seats. As a result, the draft feeling that the passenger is exposed to wind is eliminated, the passenger is not excessively cooled or warmed, and the passenger's living part can be made a more comfortable space.

  Next, an embodiment of a conditioned air blowing method for a railway vehicle according to the present invention will be described below with reference to the drawings. FIG. 1 is a simplified view of an air conditioning system for a railway vehicle in a cross section of a high-speed railway vehicle. The vehicle body 10 of the high-speed railway vehicle is composed of a floor structure 1, a roof structure 2, and left and right side structures 3, 3, as in the above-described conventional example, and on the floor structure 1, three rows of seats 5 and 2. A row of seats 6 is arranged along the longitudinal direction of the vehicle body 10. The left and right side structures 3 and 3 are provided with side windows (not shown) for each of the seats 5 and 6 arranged in the longitudinal direction. Protruded and attached.

  The rail vehicle air conditioning system is configured in the vehicle body 10 having such a structure. First, the floor structure 1 is provided with two main ducts 11 and 12 on the left and right sides along the longitudinal direction of the vehicle body 10, and two return ducts 13 and 14 on the inside thereof. The main ducts 11 and 12 are connected to an air conditioner main body (not shown) attached to the floor structure 1, and conditioned air is supplied from the air conditioner main body. One of the return ducts 13 and 14 is also connected to the air conditioner body, and is configured so that conditioned air in the vehicle sucked from the suction ports 15a and 16a formed under the seats 5 and 6 is returned to the air conditioner body. ing.

  In the present embodiment, the air-conditioning suction ducts 15 and 16 are extended so that the positions of the suction ports 15a and 16a are close to the left and right side structures 3 and 3, respectively, and the opening direction is downward. That is, the air-conditioning suction ducts 15 and 16 rise from the return ducts 13 and 14 along the legs of the seats 5 and 6, bend at a substantially right angle, extend along the seat base, and extend toward the side structures 3 and 3. The suction ports 15a and 16a are opened at a right angle and vertically downward. In this way, the suction ports 15a and 16a are arranged in a space where a cool air mass stagnating in the lower corner portions P and P (see FIG. 2) is formed, and the conditioned air in the relatively cooled portion is returned to the ducts 13 and 14. It is configured to be sucked from and circulated.

  By the way, even in the configuration of the conventional example shown in FIG. 2, it has been considered that air in the lower corner portion P is actively sucked from the suction ports 115 and 116. However, in the conventional suction ports 115 and 116, as shown by the black arrows, the suction of the air of the cold air mass is in a relationship against the flow of the air current in the vehicle indicated by the white arrows, and thus cannot be sucked efficiently.

  On the other hand, in this embodiment, the suction ports 15a and 16a are arranged in the lower corner portion where the cold air mass is located, and further opened downward, so that the conditioned air in the lower corner portion can be sucked along the flow of the air flow that can be generated in the vehicle. It is configured to be able to. Further, by arranging the suction ports 15a and 16a in this position, in addition to being able to directly suck in the cold air mass, until now, the air flow has flowed so as to avoid the lower corner portion. By applying force, an air current is generated so as to stir the air through the lower corner.

  Next, a plurality of vertical ducts 17... 18 provided in the longitudinal direction of the vehicle body 10 are connected to the left and right main ducts 11 and 12, respectively. The vehicle body 10 has a plurality of side windows (not shown) formed in the side structures 3 and 3 along the longitudinal direction of the vehicle body 10, and the plurality of vertical ducts 17, 18. It is raised along the side structures 3 and 3. Each of the vertical ducts 17, 18, extends to the lower side of the cargo rack 7, and air outlets 17 a, 18 a are formed along the cargo rack 7 at the tip of the vertical duct 17, 18. It comes to be blown out.

  Therefore, in such an air conditioning system for a railway vehicle, conditioned air from an air conditioner main body (not shown) is supplied to the plurality of vertical ducts 17, 18 through the main ducts 11, 12. In particular, in the present embodiment, as the conditioned air blowing method, the flow rate of conditioned air blown from the three rows of the seat 5 side outlets 17a and the conditioned air blown from the opposite side seat 6 side outlet 18a. The flow rate is set to a ratio of 54:46. This is to prevent the passenger sitting in the seats 5 and 6 from being directly exposed to the conditioned air flowing as an air current.

  The conditioned air supplied to the main ducts 11 and 12 passes through the vertical ducts 17 and 18, and is blown out into the vehicle from the outlets 17a and 18a below the left and right cargo racks 7 and 7, respectively. The conditioned air blown from both the left and right flows, as shown by white arrows in FIG. 1, first obliquely upward along the lower surfaces of the cargo racks 7 and 7 toward the center of the ceiling of the vehicle body 10 and collide with each other. Change direction and go down. At this time, if the conditioned air that has become the downdraft directly hits the passenger, it will be too cold or too warm, so that the downdraft is required to be generated on the passage. In that case, since the number of seats is different, it is necessary to consider that the passage is not at the center of the vehicle body 10 and that the temperature inside the vehicle is biased by the sunlight that is inserted from the side window between the mountain side and the sea side.

  Therefore, when the experiment was repeated in consideration of these factors, when the sum of the flow rate of the conditioned air blown from the blower outlet 17a and the blown flow rate of the conditioned air blown from the blower outlet 18a was taken as 100, Almost preferable results could be obtained when the ratio of the flow rate from the blowout port 17a was greater than 50 and 60 or less. In particular, the best results were obtained when the flow rate of the conditioned air blown from the blowout ports 17a and 18a was 54:46.

  Subsequently, the descending airflow of the conditioned air generated on the passage by the conditioned air blowing method collides with the floor 8 and splits again to the left and right, flows through the feet of the passengers, and then reaches the walls 9 and 9 of the side structures 3 and 3. The airflow rises along. At that time, as indicated by black arrows in FIG. 1, in addition to the cold air descending at the lower corners, conditioned air flowing through the feet as airflow is sucked into the suction ports 15a and 16a. The conditioned air in the vehicle sucked from the suction ports 15a and 16a flows through the return ducts 113 and 114 through the air conditioning suction ducts 15 and 16, respectively, and again as the conditioned air whose temperature is adjusted by the air conditioner main body (not shown). 11 and 12 are blown into the vehicle. A part of the conditioned air is discharged outside the vehicle, but basically this circulation is repeated.

  Therefore, according to the air conditioning suction duct of the present embodiment, when the conditioned air sent by the air conditioner body is supplied into the vehicle and returned to the return ducts 13 and 14 and circulated, the lower corners where the cold air masses are generated in the suction ports 15a and 16a. It is arranged in the part and opened further downward so that it can be sucked in along the flow of airflow generated in the car, so the conditioned air at the feet of the passengers sitting on the left and right walls 9, 9 side during heating operation It was possible to inhale efficiently and to create a comfortable space for the passengers to sit in without causing a cold air mass.

  Therefore, the temperature distribution in the vehicle when the air conditioning suction ducts 15 and 16 of this embodiment are employed was simulated. FIG. 3 is a diagram showing the simulation result in a cross section passing through the feet of the passenger. As can be seen from this result, in the present embodiment, almost the entire interior of the vehicle is maintained at 23.5 ° C., and even in the lower corner portions P and P (see FIG. 2) where the cold air mass has existed, there are almost no places below 22 ° C. There wasn't. Therefore, a relatively cool air mass is not generated at the passenger's feet, and the living part where the passenger sits can be made a comfortable space.

  Further, conventionally, since the suction ports 115 and 116 are in contact with the floor and opened upward, it was easy for dust to enter from there. For this reason, the frequency of cleaning the mouths of the return ducts 113 and 114 is increased, and the dust that has been sucked in contaminates the inside of the return ducts 113 and 114, so that the frequency of replacement of the air filter is high. On the other hand, in the present embodiment, the suction ports 15a and 16a are separated from the floor and opened downward, so that dust does not easily enter the suction ports 15a and 16a, and the frequency of cleaning and air filter replacement can be reduced. It was.

  Further, conventionally, since the suction ports 115 and 116 are protruded from the floor 108, it has become an obstacle at the feet of the passengers. However, in the present embodiment, the air conditioning suction ducts 15 and 16 rise along the legs of the seats 5 and 6 and the suction ports 15a and 16a are hung down from the seats 5 and 6, so that the configuration does not get in the way. In this respect as well, the comfort in the passenger's living area has been improved, and in addition, the cleaning staff can easily work when cleaning the floor.

  Further, the air-conditioning suction ducts 15 and 16 rise from the return ducts 13 and 14 along the legs of the seats 5 and 6, bend substantially at right angles, and then laterally extend toward the side structures 3 and 3 along the sleeper direction. Since it extends and bends at a substantially right angle and is formed vertically downward, the bent portion is used as a sound absorbing elbow, and as a result, the noise transmitted back into the vehicle from the air fan through the return ducts 113 and 114 is attenuated. I was able to do it.

  On the other hand, in the present embodiment, as the conditioned air blowing method, the conditioned air blowing condition from the outlets 17a and 18a is set to 54:46 between the outlet 17a and the outlet 18a. The downdraft is located on the passage, and the downdraft no longer hits the passenger sitting on the seat on the aisle side. As a result, the draft feeling that the wind hits the passengers is eliminated, and the passengers are not excessively cooled or warmed, so that the passenger's living part can be made a more comfortable space.

As described above, one embodiment has been described. In the present invention, since the suction duct at the tip extends from the return duct to the side structure side and is positioned at the lower corner of the vehicle, a cold air mass is prevented from forming at the foot. It has become possible to provide an air-conditioning suction duct for a railway vehicle that makes the passenger's living space comfortable.
In addition, since the ratio of the flow rate of the conditioned air is arbitrarily set for the conditioned air blown out from the left and right into the vehicle, a downdraft is generated on the passage between the seats with different numbers of left and right seats. Therefore, it has become possible to provide a harmonized air blowing method for a railway vehicle that makes a passenger's living part a comfortable space.

And this invention is not limited to the said embodiment, A various change is possible in the range which does not deviate from the meaning.
For example, in the above-described embodiment, new suction ports 15a and 16a are provided in the return ducts 13 and 14 and the conventional suction ports 115 and 116 are removed. However, both of the conventional suction ports 115 and 116 are used together. It may be.
In the above embodiment, the high-speed railway vehicle has been described as an example, but the invention relating to the air conditioning suction duct of the railway vehicle can be applied to other railway vehicles.

It is the figure which simplified and showed the air-conditioning system of the railway vehicle containing the air-conditioning suction duct of one Embodiment in the cross section of a high-speed rail vehicle. It is the figure which simplified and showed the air-conditioning system of the railway vehicle containing the air-conditioning suction duct of a prior art example in the cross section of a high-speed rail vehicle. It is the figure which showed the simulation result of the vehicle interior temperature distribution in one Embodiment of this invention. It is the figure which showed the simulation result of the vehicle interior temperature distribution in a prior art example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Floor structure 2 Roof structure 3 Side structure 5, 6 Seat 7 Shelf 11, 12 Main duct 13, 14 Return duct 15, 16 Air-conditioning suction duct 17, 18 Vertical duct

Claims (2)

A main duct and a return duct provided on the floor structure along the longitudinal direction of the vehicle body are connected to the air conditioner main body, and conditioned air supplied from the air conditioner main body passes through the vertical duct formed in the side structure from the main duct. When it is sent into the car
The downdraft generated by the conditioned air blown from one side structure side through the vertical duct and the conditioned air blown from the other side structure side through the vertical duct is the number of left and right seats. The conditioned air of a railway vehicle, wherein the ratio of the flow rate of the conditioned air between the one and the other is arbitrarily set so as to be blown into the vehicle so as to occur on the passage between the left and right seats having different Callout method. The harmonized air blowing method for a railway vehicle according to claim 1,
A railway vehicle in which three rows of seats and two rows of seats are arranged on the left and right in the vehicle, and the flow rate of conditioned air blown from the three rows of seats and the conditioned air blown from the two rows of seats The ratio of the flow rate of conditioned air blown out from the three rows of seats when the sum of the flow rate and the flow rate of 100 is 100 is greater than 50 and 60 or less. Method.

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