JP2010111318A - Railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railroad vehicle adapted to improve the comfortability of an occupant within a cabin when performing the air conditioning of the cabin by the conditioned air supplied from an air conditioner. <P>SOLUTION: The conditioned air is circulated through the space S formed between an interior panel 2 and a watertight panel 3. For example, during air cooling, the interior panel surface temperature is lowered through the circulation of the conditioned air, and the occupant skin heat is transferred to the interior panel surface through radiation, thereby producing air cooling effect. On the other hand, during air warming, the interior panel surface temperature is raised by the conditioned air, and the interior panel surface heat is transferred to the occupant skin through radiation, thereby producing air warming effect. Owing to these air conditionings through radiation, the contribution to air conditioning through convection is decreased. Therefore, the yielding of draft feeling to the occupant is suppressed and the occupant comfortability is improved. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway vehicle, and more particularly to a railway vehicle capable of improving the comfort of passengers in a living room when air conditioning of the living room is performed with conditioned air supplied from an air conditioner.

The air conditioning of the living room in the conventional railway vehicle transmits heat through the air flow, generates conditioned air whose temperature and humidity are adjusted by the air conditioner, and the generated conditioned air, for example, And it was comprised so that it may blow out downward from the blower outlet opened to the ceiling part in a residence room, or it may blow out upwards from the blower outlet opened to the floor (patent documents 1, 2).
JP 2008-049984 A (for example, FIG. 2) Japanese Patent Laying-Open No. 2005-225266 (for example, FIG. 5)

  However, in the conventional technology described above, the conditioned air blown out from the air outlet directly hits the passenger and gives a draft feeling, so that there is a problem that passenger comfort is impaired. In particular, in a configuration using only air flow (convection) as a medium as in the conventional technique described above, conditioned air that is sufficiently cooler or warmer than the temperature to be adjusted (target temperature in the living room) is blown into the living room. Therefore, when conditioned air directly hits a passenger, the portion gets cold or hot, and the passenger's comfort is impaired.

  The present invention has been made in order to solve the above-described problems, and can improve the comfort of passengers in a living room when air-conditioning the living room with conditioned air supplied from an air conditioner. The purpose is to provide a vehicle.

  In order to achieve this object, a railway vehicle according to claim 1 is provided with an air conditioner that supplies conditioned air, and is disposed outside the interior panel that forms the interior wall of the living room. A watertight panel that maintains the watertightness of the living room, and a heat insulating material that is disposed on the inner surface of the watertight panel and has a heat insulating function, and a space is formed between the interior panel and the watertight panel, and the air conditioning The conditioned air supplied from the apparatus is configured to circulate through the space.

  The railway vehicle according to claim 2 is the railway vehicle according to claim 1, further comprising a cylindrical duct member that is disposed in the space and is supplied with conditioned air from the air conditioner. A leak outlet for leaking conditioned air supplied from the air conditioner to the space, and the interior panel includes a first blowout port for blowing conditioned air flowing through the space or duct member into the living room, And a discharge port for discharging the conditioned air blown out from the one outlet to the outside of the living room.

  The railway vehicle according to claim 3 is the railway vehicle according to claim 2, wherein the conditioned air blown out from the first air outlet to the living room hits the surface of the interior panel. Is configured.

  The railway vehicle according to claim 4 is the railway vehicle according to claim 2 or 3, further comprising a cargo shelf that protrudes from the surface of the interior panel and has an upper surface that serves as a cargo bed surface. A communication passage formed in the space and communicated with the space or the duct member is provided, and conditioned air supplied from the space or the duct member is configured to circulate through the communication passage.

  According to a fifth aspect of the present invention, there is provided the railway vehicle according to the fourth aspect, wherein the railcar includes a heat insulating material that is disposed on an upper surface side of the cargo rack that serves as the cargo bed surface and has a heat insulating function.

  The railway vehicle according to claim 6 is the railway vehicle according to claim 5, wherein the communication passage includes a second air outlet that blows conditioned air supplied from the space or the duct member to the living room. The opening of the second air outlet is configured so that conditioned air blown out from the air outlet to the living room hits the lower surface of the cargo rack.

  The railway vehicle according to claim 7 is the railway vehicle according to any one of claims 1 to 6, further comprising a partition wall that partitions the living room, wherein the partition wall is one of the partitioned living rooms. A first partition panel facing the room and a second partition panel facing the other of the partitioned living rooms, the first partition panel and the second partition panel facing each other at a predetermined interval. The conditioned air supplied from the air conditioner is configured to circulate between the opposing surfaces of the first partition panel and the second partition panel.

  The railway vehicle according to claim 8 is the railway vehicle according to claim 2 or 6, wherein the railway vehicle is disposed at the first air outlet or the second air outlet and is made of a metal porous body or fiber body. A sound absorbing member.

  The railway vehicle according to claim 9 is the railway vehicle according to any one of claims 1 to 8, comprising a plate-like rib member disposed in the space, and the rib member is connected to the interior panel. In addition, it is arranged in parallel with the flow direction of the conditioned air flowing through the space.

  The railway vehicle according to claim 10 is the railway vehicle according to any one of claims 1 to 8, comprising a plate-shaped partition member disposed in the space, and the partition member is connected to the interior panel. In addition, it is arranged in a direction orthogonal to the flow direction of the conditioned air flowing through the space.

  According to the railway vehicle of claim 1, the railroad vehicle includes an interior panel that forms an inner wall of the living room, and a watertight panel disposed outside the interior panel, and a space is provided between the interior panel and the watertight panel. Since the heat insulating material is disposed on the inner surface of the watertight panel, the conditioned air is circulated through the space between the interior panel and the watertight panel, so that the conditioned air is transferred to the back surface (space side). The temperature on the back surface of the interior panel can be brought close to the temperature of the conditioned air.

  For example, in the case of cooling, the back surface of the interior panel is cooled by conditioned air, and the heat on the surface (the surface on the side of the living room) is transferred to the back surface side, thereby lowering the temperature of the surface of the interior panel. The Thereby, since the living room is surrounded by the cold surface of the interior panel, the heat of the passenger's skin is transferred to the surface of the interior panel by radiation, and as a result, the cooling effect can be obtained.

  On the other hand, in the case of heating, the back surface of the interior panel is warmed by conditioned air, and heat is transferred from the back surface side to the surface (surface on the side of the living room), thereby increasing the temperature of the surface of the interior panel. The Thereby, since a living room is surrounded by the warm surface of an interior panel, the heat of the surface of an interior panel is moved to a passenger's skin by radiation, As a result, the effect of heating can be acquired.

  Thus, according to the railway vehicle of the present invention, the air conditioning by radiation can be performed, and the contribution of the air conditioning by the air flow (convection) can be reduced accordingly. The large conditioned air can be prevented from directly hitting passengers. As a result, it is possible to prevent the passenger from getting cold or hot or to give the passenger a draft feeling, so that the passenger comfort can be improved.

  According to the railway vehicle of the second aspect, in addition to the effect achieved by the railway vehicle according to the first aspect, the first blowout that blows conditioned air flowing through the space between the interior panel and the watertight panel or the duct member to the living room. Since it has an outlet and a discharge port for discharging the conditioned air blown out from the first outlet to the outside of the living room, it can ventilate the air in the living room using convection of the conditioned air, There is an effect that heat exchange efficiency can be improved.

  In addition, according to the railway vehicle of the present invention, the duct member includes a leak outlet that allows the conditioned air supplied from the air conditioner to leak into the space between the interior panel and the watertight panel. The space between the panels (the space between the interior panel and the duct member) can be made into an air-conditioned space by the conditioned air leaked from the leak outlet. As a result, the air-conditioned space can bring the temperature on the back surface of the interior panel close to the temperature of the conditioned air, and there is an effect that the air-conditioning (cooling or heating) effect by the radiation described above can be obtained.

  Here, when the duct member is disposed in the space between the interior panel and the watertight panel, the temperature difference between the temperature in the space and the surface of the duct member becomes large, and thus condensation occurs on the surface of the duct member. There was a problem of doing. In the prior art, in order to eliminate this dew condensation, it is necessary to dispose a heat insulating material on the surface of the duct member, and there is a problem that material costs and work costs increase.

  On the other hand, according to the railway vehicle of the present invention, since it is configured to include a leak outlet for leaking conditioned air in the duct member to the space, the temperature difference between the space and the surface of the duct member is reduced, Generation | occurrence | production of the dew condensation on the surface of a duct member can be suppressed. As a result, it is not necessary to provide a heat insulating material on the surface of the duct member, so that material costs and work costs can be reduced, and the product cost of the entire railway vehicle can be reduced accordingly. effective.

  Moreover, in the prior art, when condensed water is generated in the space between the interior panel and the watertight panel, there is a problem that it is difficult to remove the condensed water. On the other hand, according to the railway vehicle of the present invention, even when condensed water is temporarily generated, for example, immediately after the operation of the air conditioner is resumed after a long-term operation suspension, the condensed water is There exists an effect that it can be made to dry quickly with the conditioned air leaked in.

  Here, in addition to the contribution of the air temperature, the thermal sensation felt by the passenger has the contribution of radiation as described above. As means for air-conditioning the residence room of a railway vehicle, as in the railway car of the present invention, means for performing air conditioning by convection (hereinafter referred to as “convection means”) and means for performing air conditioning by radiation (hereinafter referred to as “ If the method using both of the above and the method using only the convection method is the conventional method, the conventional method is used for passengers in the living room to feel the same coolness or warmth. Then, the temperature difference between the target temperature in the living room and the temperature of the conditioned air supplied to the living room must be set to a larger temperature difference than in the method of the present application.

  For example, in the case of cooling, in the method of the present application, heat that penetrates each panel by conduction from the outside of the railway vehicle and enters the living room is transferred to the back surface of the interior panel (that is, the space between the interior panel and the watertight panel). It can be removed by circulating conditioned air (cold air). As a result, the convection means does not need to bear the amount of heat that penetrates each panel by conduction from the outside of the vehicle and enters the living room. On the other hand, in the conventional method, the convection means also bears cooling of heat that penetrates each panel by conduction from the outside of the vehicle and enters the living room. Therefore, if the target temperature in the living room is the same, the conditioned air in the conventional method needs to be lower than the temperature of the conditioned air in the present method.

  Similarly, in the case of heating, according to the method of the present application, the heat that passes through each panel by conduction from the living room and escapes from the vehicle of the railway vehicle is transferred to the back surface of the interior panel (that is, the space between the interior panel and the watertight panel). ) Can be removed by conditioned air (warm air). As a result, the convection means need not bear the amount of heat that passes through each panel by conduction from the living room and escapes from the vehicle. On the other hand, in the conventional method, the convection means also bears heating for the amount of heat that passes through each panel by conduction from the living room and escapes to the outside of the railway vehicle. Therefore, if the target temperature in the living room is the same, the conditioned air in the conventional method needs to be higher than the temperature of the conditioned air in the present method.

  In the case of cooling, the heat generation part in the living room in the method of the present application is a part that is exposed to sunlight through the passenger and the window, so it is sufficient to cool these parts by convection means. In addition to the part exposed to sunlight through the passenger and the window, it becomes a ceiling surface, a side wall surface and a floor surface. Therefore, in order to cool each of these parts by convection means, it is necessary to generate strong convection.

  On the other hand, in the case of heating, in the method of the present application, the portion of the heat that escapes from the passenger compartment to the outside of the railway vehicle is the portion of the window that cannot form the space described above, whereas in the conventional method, the outside of the railway vehicle from the passenger compartment. In addition to the window portion, the portion where heat is released from the ceiling is the ceiling surface, the side wall surface, and the floor surface. Therefore, it is necessary to generate strong convection in order to heat the heat that escapes from these portions.

  From the above, in the conventional method, it is necessary to generate strong convection (increase the convection wind speed and volume), and the temperature difference between the convection temperature and the target temperature is large (cold or warm). It is easy to give discomfort due to the draft. On the other hand, according to the method of the present application (the railway vehicle of the present invention), the convection can be weakened (the convection wind speed and the air volume can be reduced) as compared with the conventional method, so that the draft feeling given to the passenger is suppressed. be able to. At the same time, according to the method of the present application, since the temperature difference between the convection temperature and the target temperature can be reduced, even if the convection directly hits the passenger, it can be suppressed that the portion is cooled or hot. As a result, the passenger comfort can be improved.

  Furthermore, according to the method of the present application (the railway vehicle of the present invention), as described above, the contribution of the convection means can be reduced, and the convection can be weakened (the wind speed and the air volume of the convection can be reduced). As a result, since the cross-sectional area of the duct member can be reduced, there is an effect that the material cost can be reduced and the weight can be reduced. Moreover, since the output for ventilation can be suppressed, the noise in the living room generated by the ventilation can be reduced, and the passenger comfort can be improved accordingly.

  According to the railway vehicle of the third aspect, in addition to the effect achieved by the railway vehicle according to the second aspect, the first air outlet is arranged such that the conditioned air blown from the first air outlet to the living room hits the surface of the interior panel. Since the conditioned air blown from the first air outlet flows along the surface of the interior panel, the temperature of the surface of the interior panel is adjusted and the air conditioning effect by radiation is enhanced. There is an effect that can be.

  For example, in the case of cooling, the back surface (space-side surface) of the interior panel is cooled to a temperature that substantially matches the temperature of the circulating air by the conditioned air that circulates on the back surface side of the interior panel. The front surface (surface on the side of the living room) is set to a temperature higher than that of the back surface by receiving heat moved from the air in the living room and heat generated by radiation from passengers. In this case, according to the railway vehicle of the present invention, as described above, the conditioned air blown out from the first air outlet can be circulated along the surface of the interior panel. The surface of the panel can be cooled. As a result, the cooling effect by radiation can be enhanced.

  Similarly, in the case of heating, the back surface (space side surface) of the interior panel is warmed to a temperature that substantially matches the temperature of the circulating air by the conditioned air flowing through the back surface side of the interior panel. The surface (the surface on the side of the living room) has a temperature lower than that of the back surface due to heat transfer to the air in the living room and radiation of heat to passengers and the like. In this case, according to the railway vehicle of the present invention, as described above, the conditioned air blown out from the first air outlet can be circulated along the surface of the interior panel. The surface of the panel can be warmed. As a result, the heating effect by radiation can be enhanced.

  Here, when conditioned air is circulated in the space between the interior panel and the watertight panel and cooling is performed by radiation, the temperature on the surface of the interior panel (surface on the living room side) is higher than the dew point temperature of the air in the living room. When it becomes low, there is a problem that condensed water is generated on the surface. On the other hand, according to the railway vehicle of the present invention, as described above, the conditioned air blown out from the first air outlet can be circulated along the surface of the interior panel. There is an effect that the condensed water can be removed from the surface of the interior panel by vaporizing.

  According to the railway vehicle according to claim 4, in addition to the effect exhibited by the railway vehicle according to claim 2 or 3, the railcar is provided with a cargo rack protruding from the surface of the interior panel, and the cargo rack is a space or a duct. Since it is the structure which equips the inside with the communicating path connected to a member, the temperature in the surface of a load shelf can be brought close to the temperature of conditioned air by distribute | circulating the conditioned air supplied from space or the duct member to the communicating path. it can.

  Therefore, in the case of cooling, the total area of the cold surface surrounding the living room is increased, and in the case of heating, the total area of the warm surface surrounding the living room is increased by the area of the load shelf, in addition to the area of the interior panel. Therefore, there is an effect that the effect of air conditioning by radiation can be enhanced accordingly.

  In particular, since the cargo rack is a member that faces the seat and window on which the passenger is seated, in the case of cooling, the cargo rack efficiently absorbs the radiant heat from the passenger and the radiant heat from the sun through the window. On the other hand, in the case of heating, the heat that escapes from the cabin to the outside of the vehicle through the window can be efficiently warmed by the load shelf. That is, there is an effect that the air conditioning effect that cancels out the radiant heat through the passengers and windows can be surely exhibited.

  Thus, according to the railway vehicle of the present invention, air conditioning by radiation can be efficiently performed, and the contribution of air conditioning by air flow (convection) can be reduced accordingly, so the temperature and temperature in the living room It can suppress that the conditioned air with a big difference hits a passenger directly. As a result, it is possible to prevent the passenger from getting cold or hot or to give the passenger a draft feeling, so that the comfort of the passenger can be improved.

  According to the railway vehicle of claim 5, in addition to the effect of the railway vehicle of claim 4, the heat insulating material having a heat insulating function is arranged on the upper surface side that becomes the loading platform surface of the load shelf, Even when conditioned air is circulated through the communication path of the cargo rack to obtain an air-conditioning effect by radiation, the thermal load on the cargo bed surface is increased by the heat insulating material. There is an effect that it is possible to avoid dew condensation and heating or heating during heating.

  Moreover, the air-conditioning effect by radiation can be positively enhanced on the lower surface side of the cargo rack by arranging the heat insulating material on the upper surface side of the cargo rack and increasing the heat insulation on the cargo bed surface side. That is, since the lower surface side of the cargo rack is the side facing the seat and window on which the passenger sits, in the case of cooling, it can efficiently receive the radiant heat from the passenger and the radiant heat from the sun through the window. On the other hand, in the case of heating, the heat that escapes from the interior of the living room through the window can be efficiently warmed, so that the air-conditioning effect that offsets the radiant heat through the passengers and windows can be more reliably exhibited. There is an effect that can be.

  According to the railway vehicle of the sixth aspect, in addition to the effect achieved by the railway vehicle according to the fifth aspect, the communication passage includes the second air outlet that blows out the conditioned air supplied from the space or the duct member to the living room. Since the opening of the second air outlet is configured so that the conditioned air blown from the two air outlets to the living room hits the lower surface of the load shelf, the conditioned air blown from the second air outlet is applied to the lower surface of the load shelf. It distribute | circulates along, and there exists an effect that the temperature of the lower surface of this load shelf is adjusted and the air-conditioning effect by radiation | emission can be heightened.

  For example, in the case of cooling, the lower surface of the cargo rack is heated to a temperature higher than that of the conditioned air due to the heat transferred from the air in the living room and the heat from the sun through the passengers and windows. In this case, as described above, the conditioned air blown out from the second outlet is circulated along the lower surface of the load shelf, thereby cooling the lower surface and enhancing the cooling effect by radiation.

  Similarly, in the case of heating, the lower surface of the cargo rack has a temperature lower than that of the conditioned air because heat is transferred to the air in the living room and heat is taken out of the vehicle through the window. In this case, as described above, the conditioned air blown from the second outlet is circulated along the lower surface of the load shelf, so that the lower surface can be warmed and the heating effect by radiation can be enhanced.

  Here, in the case where conditioned air is circulated through the communication passage formed in the interior of the cargo rack and cooling is performed by radiation, if the temperature at the lower surface of the cargo rack becomes lower than the dew point temperature of the air in the living room, condensation is formed on the surface. There is a problem that water is generated. On the other hand, according to the railway vehicle of the present invention, as described above, the conditioned air blown out from the second outlet can be circulated along the lower surface of the cargo rack. There is an effect that the condensed water can be removed from the lower surface of the cargo rack by vaporizing.

  According to the railway vehicle according to claim 7, in addition to the effect produced by the railway vehicle according to any one of claims 1 to 6, the partition wall that partitions the living room is one of the divided living rooms. The first partition panel facing the first and the second partition panel facing the other, and the first partition panel and the second partition panel are arranged to face each other at a predetermined interval. By allowing conditioned air to flow between the opposing surfaces of the first and second compartment panels, the conditioned air circulates along the back surfaces (surfaces facing each other) of the first and second compartment panels, The temperatures on the back surfaces of the first partition panel and the second partition panel can be brought close to the temperature of the conditioned air.

  For example, in the case of cooling, the back surfaces of the first partition panel and the second partition panel are cooled by conditioned air, and heat on the front surface (surface on the living room side) is transferred to the back surface side, so that the first The temperature of the surface of the partition panel and the second partition panel is lowered. As a result, the cold surfaces of the first compartment panel and the second compartment panel face the living room, so that the heat of the passenger's skin is transferred to the surface of the first compartment panel or the second compartment panel by radiation, and as a result, The cooling effect can be obtained.

  On the other hand, in the case of heating, the back surfaces of the first partition panel and the second partition panel are warmed by conditioned air, and heat is transferred from the back surface side to the front surface (the surface on the side of the living room). The temperature of the surface of the partition panel and the second partition panel is increased. Thereby, since the warm surface of the 1st division panel and the 2nd division panel faces a living room, the heat of the surface of the 1st division panel and the 2nd division panel is moved to a passenger's skin by radiation, As a result, The effect of heating can be obtained.

  Thus, according to the railway vehicle of the present invention, in the case of cooling, the total area of the cold surface surrounding the living room, and in the case of heating, the total area of the warm surface surrounding the living room, Since the area can be increased by the area of the partition wall in addition to the area, the effect of air conditioning by radiation can be increased accordingly.

  As a result, the air conditioning by radiation can be performed efficiently, and the contribution of the air conditioning by the air flow (convection) can be reduced accordingly, so that the conditioned air having a large temperature difference and the temperature in the living room directly hits the passenger. This can be suppressed. As a result, it is possible to prevent the passenger from getting cold or hot or to give the passenger a draft feeling, so that the comfort of the passenger can be improved.

  According to the railway vehicle according to claim 8, in addition to the effect of the railway vehicle according to claim 2 or 6, the metal porous body or fiber disposed at the first outlet or the second outlet. Since it is a structure provided with the sound-absorbing member comprised from a body, there exists an effect that the sound insulation of the noise from the vehicle exterior to a living room can be improved, suppressing that air-conditioning efficiency is impaired.

  That is, when the first air outlet or the second air outlet is opened in the living room, the first air outlet or the second air outlet becomes an intrusion path into the living room of noise transmitted from the outside of the vehicle or the air conditioner, By disposing the sound absorbing member composed of the porous body or the fiber body, the noise can be absorbed by the sound absorbing action and the noise can be prevented from entering the living room. In this case, since the sound absorbing member is composed of a porous body or a fiber body, it is possible to prevent the flow of conditioned air blown out from the first air outlet or the second air outlet from being blocked, and such a sound absorbing member Since it is made of metal with excellent heat conductivity, it can obtain the effect of adjusting (cooling or warming) the temperature of the interior panel, the first partition panel, or the second partition panel, and as a result, the air conditioning efficiency is prevented from being impaired. can do.

  According to the railway vehicle according to claim 9, in addition to the effect produced by the railway vehicle according to any one of claims 1 to 8, the plate-like rib member disposed in the space is connected to the interior panel. Therefore, the rib member exerts the role of the fin, so that the heat exchange action between the conditioned air flowing through the space (the back surface of the inner layer panel) and the interior panel can be enhanced. In this case, since the rib member is disposed in parallel with the flow direction of the conditioned air flowing through the space, there is an effect that the conditioned air can be circulated smoothly and the generation of wind noise can be suppressed. Moreover, since conditioned air can be circulated smoothly, there is an effect that an increase in size of the blowing means (a part of the air conditioner) due to an increase in blowing resistance can be suppressed.

  According to the railway vehicle of the tenth aspect, in addition to the effect achieved by the railway vehicle according to any one of the first to eighth aspects, the plate-like rib member disposed in the space is connected to the interior panel. Therefore, the rib member exerts the role of the fin, so that the heat exchange action between the conditioned air flowing through the space (the back surface of the inner layer panel) and the interior panel can be enhanced. In this case, since the rib member is arranged in a direction orthogonal to the flow direction of the conditioned air flowing through the space, the flow of the conditioned air can be prevented and the conditioned air can be circulated in the space evenly. . As a result, the entire back surface of the interior panel can be brought close to the temperature of the conditioned air, so that the air conditioning effect by radiation using the interior panel can be effectively exhibited.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the configuration of the railway vehicle 100 will be described with reference to FIG. FIG. 1 is a cross-sectional view of a railway vehicle 100 according to the first embodiment of the present invention.

  The railway vehicle 100 is a transport machine that transports passengers, and as shown in FIG. 1, a carriage R on which wheels that roll on rails are pivotally supported, and a structure that is supported by the carriage R and accommodates passengers. The vehicle body B comprised as follows. The vehicle body B includes a living room E1, an air conditioner 1, an interior panel 2, a watertight panel 3, a heat insulating material 4, a duct member 5, and partition walls 6 and 7.

  As shown in FIG. 1, the living room E <b> 1 is an internal space formed in the vehicle body B, and a ceiling surface, side surfaces, and a floor surface are surrounded by an interior panel 2 described later. In addition, in the living room E1, partition walls 6 and 7, which will be described later, are arranged, and the interior space thereof is a guest room E12, a deck E13 in which a boarding door is installed and used as a landing for getting on and off, and for preparing the dressing It is partitioned into a toilet room E14 used for the toilet.

  As shown in FIG. 1, the cabin E12 includes a plurality of seats E2 for passengers to sit on, a cargo rack E3 that protrudes from an interior panel 2 (side panel 22), which will be described later, and on which baggage is placed, Located below the load shelf E3 (the lower side in FIG. 1) and on the lateral side of the seat E2 (the back side in FIG. 1), is disposed in an opening formed in the interior panel 2 (side panel 22). And a plurality of windows E4.

  The air conditioner 1 is a device for supplying conditioned air to the living room E1 through the duct member 5 described later (see FIG. 2) and for recovering the conditioned air from the living room E1, as shown in FIG. It is disposed below the living room E1 (between a pair of carriages R).

  Since the air conditioner 1 is disposed on the same side as the carriage R (lower side in FIG. 1) with respect to the vehicle body B, the noise of the air conditioner 1 is below the same body B as the noise of the carriage R. Generated from. Therefore, the noise from the carriage R and the noise from the air conditioner 1 can be sound-insulated by one sound insulating material that insulates the lower side of the vehicle body B. That is, the sound insulating material can be shared.

  Therefore, compared with the case where the air conditioner 1 is attached to a place different from the carriage R (for example, the roof side of the vehicle body B), the number of locations of the sound insulating material can be reduced. Can be arranged. Therefore, the heat insulation performance of the railway vehicle 100 can be ensured without changing (enlarging) the shape of the vehicle body B and without reducing the volume of the living room E1.

  In the configuration in which the space S is formed inside the interior panel 2 and the conditioned air is circulated as in the present invention, the space S and the amount of the heat insulating material disposed in the space S are equivalent to the size of the living room E1. Since the volume is reduced, as described above, it is particularly effective to reduce the number of locations of the sound insulating material.

  As shown in FIG. 1, the interior panel 2 is a member that forms the inner wall of the living room E1, and is made of a metal material (eg, aluminum, magnesium, etc.). As described above, since the interior panel 2 is made of a metal material, heat conduction can be improved, so that the heat of conditioned air flowing through the space S can be efficiently transmitted to the living room E1. However, the interior panel 2 may be made of a resin material, for example. In addition, the surface of the interior panel 2 on the front side (residential room E1 side) is painted or pasted with a decorative seal.

  The interior panel 2 is made of a metal material having a higher thermal conductivity than the portion other than the outer peripheral portion of the window E4 in the portion disposed in the outer peripheral portion of the window E4, and has high heat absorption and divergence. Therefore, the effect of the cooling or heating by the radiation of the interior panel 2 can be effectively exhibited against the heat entering from the outside of the vehicle through the window E4 and the heat escaping from the living room E1.

  Here, the interior panel 2 is arranged above the cargo rack E3 and forms a ceiling surface of the living room E1, and the floor panel of the living room E1 is arranged facing the ceiling panel 21. And the four side panels 22 that connect the ceiling panel 21 and the floor panel 23 to each other, and are disposed on both sides, front and rear of the seat E2. The detailed configuration of the interior panel 2 will be described later with reference to FIG.

  As shown in FIG. 1, the watertight panel 3 is a member constituting the outer wall of the vehicle body B, and is disposed outside the interior panel 2 so as to surround the entire interior panel 2. The watertight panel 3 and the interior panel 2 are disposed to face each other with a predetermined interval. In addition, the watertight panel 3 has a structure that keeps watertight against rain, and thus the watertightness of the living room E1 is maintained.

  The heat insulating material 4 is a member made of a material having a heat insulating function, and is disposed in close contact with the entire inner surface (interior panel 2 side) of the watertight panel 3 as shown in FIG.

  Since the thickness of the heat insulating material 4 is made thinner than the interval between the watertight panel 3 and the interior panel 2 described above, a predetermined space is formed between the breaker 4 and the interior panel 2. This space is a space S. In addition, a duct member 5 to be described later is disposed in the space S, and a gap sufficient for circulating conditioned air is formed between the duct member 5, the heat insulating material 4, and the interior panel 2. Yes.

  Thus, according to the railway vehicle 100 of the present embodiment, since the heat insulating material is disposed on the inner side (interior panel 2 side) of the watertight panel 3, the heat insulating effect of the living room E1 (that is, the inner wall panel 2). And the effect of suppressing the movement of heat between the living room E1 and the outside of the vehicle via the watertight panel 3 can be ensured. Further, even when warm conditioned air is circulated in the space S in a state where the watertight panel 3 is cooled by cold air outside the vehicle, the temperature difference is alleviated by the heat insulating material 4 and the inside of the watertight panel 3 (surface of the heat insulating material). It is possible to prevent condensation from occurring.

  The duct member 5 sends the conditioned air supplied from the air conditioner 1 to the interior of the living room E1, the space S and the partition walls 6 and 7, and sends the conditioned air in the living room E1 to the air conditioner 1. It is a member and is configured in a cylindrical shape having an internal space through which conditioned air can flow. The detailed configuration of the duct member 5 will be described later with reference to FIG.

  The partition walls 6 and 7 are members for partitioning the living room E1 into three rooms: a guest room E12, a deck E13, and a toilet room E14. That is, as shown in FIG. 1, the living room E1 has a cabin E12 between one side panel 22 (right side in FIG. 1) and the partition wall 6, and a deck E13 between the partition wall 6 and the partition wall 7. A toilet room E14 is formed between the partition wall 7 and the other side panel 22 (left side in FIG. 1).

  Further, as shown in FIG. 1, the partition wall 6 includes a guest room partition panel 6a facing the guest room E12 and a deck partition panel 6b facing the deck E13. The guest room partition panel 6a and the deck partition panel 6b Are arranged to face each other at a predetermined interval. Similarly, as shown in FIG. 1, the partition wall 7 includes a deck partition panel 7a facing the deck E13 and a wash partition panel 7b facing the toilet room E14. These deck partition panel 7a and deck partition The panel 7b is disposed to face the panel 7b at a predetermined interval.

  The space formed between the cabin partition panel 6a and the deck partition panel 6b and the space formed between the deck partition panel 7a and the wash partition panel 7b are defined by the interior panel 2 and the watertight panel 3. Each communicates with a space S formed therebetween.

  Thus, according to the railway vehicle 100 in the present embodiment, the interior panel 2 that forms the inner wall of the living room E1 and the watertight panel 3 disposed outside the interior panel 2 are provided, and these interior panels are provided. Since the space S is formed between the water-tight panel 3 and the heat insulating material 4 is disposed on the inner surface of the water-tight panel 3, the space S between the interior panel 2 and the water-tight panel 3 is harmonized. By circulating air, conditioned air circulates along the back surface of the interior panel 2 (surface on the space S side), and the temperature on the back surface of the interior panel 2 can be brought close to the temperature of the conditioned air.

  For example, in the case of cooling, the back surface of the interior panel 2 is cooled by conditioned air, and heat on the surface (the surface on the side of the living room E1) is transferred to the back surface side. Is reduced. Thereby, since the residence room E1 is surrounded by the cold surface of the interior panel 2, the heat of the passenger's skin is transferred to the surface of the interior panel 2 by radiation, and as a result, the cooling effect can be obtained.

  On the other hand, in the case of heating, the back surface (surface on the space S side) of the interior panel 2 is warmed by conditioned air, and heat is transferred from the back surface side to the front surface (surface on the living room E1 side). The temperature of the surface of the interior panel 2 is raised. Thereby, since living room E1 is surrounded by the warm surface of interior panel 2, the heat of the surface of interior panel 2 is moved to a passenger's skin by radiation, and as a result, the effect of heating can be acquired.

  Thus, according to the railway vehicle 100 in the present embodiment, the air conditioning can be performed by radiation, and the contribution of the air conditioning by the air flow (convection) can be reduced accordingly. It is possible to prevent the conditioned air having a large temperature difference and the direct contact with the passenger. As a result, it is possible to prevent the passenger from getting cold or hot or to give the passenger a draft feeling, so that the comfort of the passenger can be improved.

  Moreover, according to the railway vehicle 100 in the present embodiment, as shown in FIG. 1, the partition walls 6 and 7 partitioning the living room E1 have the partition panel 6a and the deck E13 facing the partitioned guest room E12. Deck compartment panel 6b facing each other, and the cabin compartment panel 6a and the deck compartment panel 6b are arranged to face each other at a predetermined interval. Therefore, the cabin compartment panel 6a and the deck compartment panel 6b By flowing conditioned air between the opposing surfaces (spaces), the conditioned air circulates along the back surfaces (surfaces facing each other) of the passenger compartment panel 6a and the deck compartment panel 6b. The temperature on the back surface of the deck partition panel 6b can be brought close to the temperature of the conditioned air.

  For example, in the case of cooling, the rear surfaces of the passenger compartment panel 6a and the deck compartment panel 6b are cooled by conditioned air, and the heat on the front surface (the surface on the side of the living room E1) is transferred to the rear surface. The temperature of the surface of the partition panel 6a and the deck partition panel 6b is lowered. Thereby, since the cold surface of the passenger compartment panel 6a and the deck compartment panel 6b faces in the living room E1, the heat of the passenger's skin is transferred to the surface of the passenger compartment panel 6a or the deck compartment panel 6b by radiation. As a result, the cooling effect can be obtained.

  On the other hand, in the case of heating, the rear surface of the passenger compartment panel 6a or the deck compartment panel 6b is heated by conditioned air, and heat is transferred from the rear surface side to the front surface (the surface on the living room E1 side). The temperature of the surface of the partition panel 6a or the deck partition panel 6b is raised. Thereby, since the warm surface of the passenger compartment panel 6a or the deck compartment panel 6b faces the living room E1, the heat of the surface of the passenger compartment panel 6a or the deck compartment panel 6b is transferred to the passenger's skin by radiation, and as a result. The heating effect can be obtained.

  Thus, according to railway vehicle 100 in the present embodiment, the total area of the cold surface surrounding living room E1 in the case of cooling, and the total area of the warm surface surrounding living room E1 in the case of heating. Can be increased by the area of the partition wall 6 in addition to the area of the interior panel 2, so that the effect of air conditioning by radiation can be increased accordingly.

  Thereby, the air conditioning by radiation can be performed efficiently, and the contribution of the air conditioning by the air flow (convection) can be reduced accordingly, so that conditioned air having a large temperature difference and temperature in the living room E1 is given to the passengers. Direct hitting can be suppressed. As a result, in the passenger cabin E12 and the deck E13, it is possible to suppress the passenger from getting cold or hot, or giving the passenger a draft feeling, so that the passenger comfort can be improved.

  Similarly, according to the railway vehicle 100 in the present embodiment, the partition wall 7 includes the deck partition panel 7a facing the deck E13 and the wash partition panel 7b facing the toilet room E14. 7a and the wash-compartment panel 7b are arranged to face each other at a predetermined interval. Therefore, by distributing conditioned air between the opposing surfaces of the deck-compartment panel 7a and the wash-compartment panel 7b, As in the case of the partition panel 6a and the deck partition panel 6b, the effect of air conditioning by radiation can be enhanced. Thereby, in the deck E13 and the toilet room E14, it is suppressed that a passenger gets cold or hot, and a passenger is given a draft feeling, so that passenger comfort can be improved.

  Next, detailed configurations of the interior panel 2 and the duct member 5 will be described with reference to FIG. FIG. 2 is a cross-sectional view of the railway vehicle 100 taken along line II-II in FIG. 1 corresponds to a cross-sectional view of the railway vehicle 100 taken along the line II in FIG.

  As described above, the duct member 5 is a cylindrical member through which conditioned air circulates, and as shown in FIG. 2, the supply for guiding (sending out) the conditioned air supplied from the air conditioner 1 to the cabin E12. A duct 51 and a recovery duct 52 for recovering the conditioned air of the cabin E12 to the air conditioner 1 are provided.

  As shown in FIG. 2, the supply duct 51 is connected to the air conditioner 1 at one end side (the lower side in FIG. 2) through the watertight panel 3 and the heat insulating material 4. By extending along the rear surface of the surface panel 23, the side panel 22, and the ceiling 21, the other end side (the upper side in FIG. 2) reaches the approximate center in the width direction (the left-right direction in FIG. 2). The supply duct 51 mainly includes a ceiling leakage port 53, a side surface leakage port 54, a ceiling supply port 55, and a cargo shelf supply port 56.

  The ceiling leakage outlet 53 is an opening for supplying the conditioned air supplied from the air conditioner 1 and distributed through the supply duct 51 to the space S on the back surface side of the ceiling panel 21, and is formed at the other end of the supply duct 51. Has been. The opening of the ceiling leakage outlet 53 is the back surface of the ceiling panel 21 (the watertight panel 3 side, the upper side surface in FIG. 2), and the width direction of the ceiling panel 21 (the left-right direction of the railway vehicle 100, the left-right direction in FIG. 2). It is configured in a direction in which a substantially central portion (that is, a ceiling portion corresponding to a passage between the seats E2) is desired.

  As shown in FIG. 2, the side leakage port 54 is an opening for supplying conditioned air supplied from the air conditioner 1 and circulated through the supply duct 51 to the space S on the back side of the side panel 22. An opening is formed in the middle of the duct 51. The side leak outlet 54 has an opening on the back surface of the side panel 22 (watertight panel 3 side, right side surface or left side surface in FIG. 2), and at the bottom of the height direction (vertical direction in FIG. 2) of the side panel 22 ( In the present embodiment, it is configured in such a direction that it is above the surface of the floor panel 23 and below the seating surface of the seat E2.

  In the railway vehicle 100 of the present embodiment, as will be described later, the interior panel 2 (ceiling panel 21, side surface) is circulated (leaked) from the ceiling leakage port 53 and the side surface leakage port 54 to the space S. The temperature of the panel 22 and the floor panel 23) is adjusted, and the air conditioning (cooling or heating) of the cabin E12 is performed by radiation.

  As shown in FIG. 2, the ceiling supply port 55 is an opening for supplying (sending out) conditioned air supplied from the air conditioner 1 and circulated through the supply duct 51 to the cabin E <b> 12. The tip of the branch is connected to a ceiling outlet 21a of a ceiling panel 21, which will be described later.

  The ceiling supply port 55 has a portion protruding into the passenger compartment E12 extending along the surface of the ceiling panel 21 (the lower side surface in FIG. 2). Therefore, since the opening of the ceiling outlet 21a is configured in a direction in which the direction along the surface of the ceiling panel 21 (the horizontal direction in FIG. 2) is desired, the conditioned air blown out from the ceiling outlet 21a It is distributed along the surface.

  As shown in FIG. 2, the cargo rack supply port 56 is for supplying (sending out) conditioned air supplied from the air conditioner 1 and circulated through the supply duct 51 to the cabin E <b> 12 like the ceiling supply port 55. It is an opening and is connected to a communication passage E33 described later (see FIG. 3).

  As will be described later, the railway vehicle 100 according to the present embodiment distributes (sends) conditioned air from the ceiling supply port 55 and the side supply port 56 to the guest room E12, thereby air-conditioning (cooling or cooling) the guest room E12 by convection. The interior panel 2 (the ceiling panel 21, the side panel 22, and the floor panel 23) is adjusted to perform air conditioning (cooling or heating) of the cabin E12 by radiation.

  As shown in FIG. 2, the recovery duct 52 includes a discharge port 57 that opens to the floor panel 23, and one end side (upper side in FIG. 2) communicates with the cabin E 12 through the discharge port 57. The end side (the lower side in FIG. 2) is connected to the air conditioner 1 while penetrating the watertight panel 3 and the heat insulating material 4. The air in the guest room E12 flows into the recovery duct 52 from the discharge port 57, flows through the recovery duct 57, and is recovered by the air conditioner 1.

  As described above, the interior panel 2 includes the ceiling panel 21, the side panel 22, and the floor panel 23. As shown in FIG. 2, the ceiling panel 21 includes a ceiling outlet 21 a that is an opening to which the above-described ceiling supply port 55 is connected.

  As described above, the opening direction of the ceiling outlet 21a is opened in the direction (the left-right direction in FIG. 2) along the surface of the ceiling panel 21 (the surface on the cabin E12 side, the lower side surface in FIG. 2). Therefore, the conditioned air supplied from the ceiling supply port 55 to the passenger compartment E12 through the ceiling outlet 21a is circulated along the surface of the ceiling panel 21, so that the temperature of the surface of the ceiling panel 21 is efficiently increased. It can be adjusted to enhance the air conditioning effect by radiation.

  For example, in the case of cooling, the rear surface of the ceiling panel 21 (the surface on the space S side, the upper side surface in FIG. 2) is cooled to a temperature that substantially matches the temperature of the circulating air by the conditioned air flowing through the rear surface side of the ceiling panel 21. On the other hand, the surface of the ceiling panel 21 (the surface on the cabin E12 side, the lower side in FIG. 2) receives heat transferred from the air in the cabin E12 and heat from radiation from passengers, etc. The temperature is also high.

  In this case, according to the railway vehicle 100 in the present embodiment, as described above, the conditioned air blown from the ceiling outlet 21a can be circulated along the surface of the ceiling panel 21. The surface of the ceiling panel 21 can be cooled by distribution. As a result, the cooling effect by radiation can be enhanced.

  Similarly, in the case of heating, the back surface of the ceiling panel 21 (the surface on the space S side, the upper side surface in FIG. 2) reaches a temperature substantially equal to the temperature of the circulating air by the conditioned air flowing through the back surface side of the ceiling panel 21. On the other hand, the surface of the ceiling panel 21 (the surface on the passenger cabin E12 side, the lower side surface in FIG. 2) is lower than the rear surface due to heat transfer to the air in the passenger cabin E12 and radiation of heat to passengers and the like. It is said to be temperature.

  In this case, according to the railway vehicle 100 in the present embodiment, as described above, the conditioned air blown from the ceiling outlet 21a can be circulated along the surface of the ceiling panel 21. The surface of the ceiling panel 21 can be warmed by distribution. As a result, the heating effect by radiation can be enhanced.

  Here, when the conditioned air is circulated (leaked) in the space S and cooling is performed by radiation, the temperature on the surface of the ceiling panel 21 (the surface on the cabin E12 side, the lower side in FIG. 2) is the dew point temperature of the air in the cabin E12 If it is lower than that, there is a problem that condensed water is generated on the surface.

  On the other hand, according to the railway vehicle 100 in the present embodiment, as described above, the conditioned air blown from the ceiling outlet 21a can be circulated along the surface of the ceiling panel 21. The condensed water can be vaporized and removed from the surface of the ceiling panel 21.

  As shown in FIG. 2, the side panel 22 includes a cargo shelf upper outlet 22a and a cargo rack lower outlet 22b. The cargo shelf upper outlet 22a is a passage formed in the side panel 22 to communicate the cabin E12 and the space S, and is disposed on the upper side (the ceiling panel 21 side, the upper side in FIG. 2) than the cargo rack E3.

  As shown in FIG. 2, the cargo shelf upper air outlet 22 a extends along the surface of the side panel 22 (the surface on the cabin E12 side). Therefore, since the opening of the cargo shelf upper air outlet 22a is configured in a direction along the surface of the side panel 22 (the vertical direction in FIG. 2) and the ceiling panel 21 is desired, the cargo shelf upper air outlet 22a The blown-out conditioned air circulates along the surface of the side panel 22 and then reaches the ceiling panel 21 and circulates along the surface of the ceiling panel 21 (the surface on the cabin E12 side).

  For example, when the cargo shelf upper outlet 22a is opened to the lower side (the cargo rack E3 side), the flow of conditioned air is blocked by the cargo rack E3, so the surface of the side panel 22 (the surface on the cabin E12 side) ) Is difficult to adjust efficiently.

  In contrast, in the present embodiment, as described above, the opening of the cargo shelf upper outlet 22a is opened in the direction in which the ceiling panel 21 side (the upper side in FIG. 2) is desired. The conditioned air supplied to the guest room E12 is circulated toward the ceiling panel 21 along the surface of the side panel 22 (surface on the guest room E12 side).

  Therefore, the temperature of the surface of the side panel 22 can be adjusted efficiently, and the air conditioning effect by radiation can be enhanced. Further, as described above, the conditioned air blown from the cargo shelf upper air outlet 22a flows along the surface of the side panel 22 and then flows through the surface of the ceiling panel 21, so that the temperature of the surface of the ceiling panel 21 is increased. The air conditioning effect by radiation can be enhanced accordingly.

  As shown in FIG. 2, the cargo shelf lower outlet 22 b is a passage formed in the side panel 22 to communicate the cabin E <b> 12 and the space S, and is below the cargo rack E <b> 3 (on the floor panel 23 side, FIG. 2). (Lower side).

  As shown in FIG. 2, the cargo rack lower outlet 22 b extends along the surface of the side panel 22 (the surface on the cabin E12 side). Therefore, since the opening of the cargo rack lower outlet 22b is configured in a direction along the surface of the side panel 22 (the vertical direction in FIG. 2) and the floor panel 23 is desired, the cargo rack lower outlet 22b. The conditioned air blown out from the air circulates along the surface of the side panel 22 and then reaches the floor panel 23 and circulates along the surface of the floor panel 23 (the surface on the cabin E12 side).

  Therefore, the conditioned air supplied from the cargo shelf lower outlet 22b to the cabin E12 is not blocked by the cargo rack E3 (the cabin E12) without being blocked by the cargo rack E3, as in the case of the cargo shelf upper outlet 22a described above. Circulates toward the floor panel 23 along the side surface.

  Therefore, the temperature of the surface of the side panel 22 can be adjusted efficiently, and the air conditioning effect by radiation can be enhanced. Further, as described above, the conditioned air blown out from the cargo shelf lower outlet 22b flows along the surface of the side panel 22 and then flows through the surface of the floor panel 23. The temperature can be adjusted, and the air conditioning effect by radiation can be increased accordingly.

  As shown in FIG. 2, the floor panel 23 includes a floor outlet 23a and a discharge port 23b. The floor outlet 23a and the outlet 23b are openings formed in the floor panel 23. The floor outlet 23a communicates the cabin E12 and the space S, while the outlet 23b is the outlet 57 described above. The cabin E12 and the recovery duct 52 are communicated with each other.

  Therefore, as shown in FIG. 2, when conditioned air is supplied (leaked) from the ceiling leak outlet 53 or the side leak outlet 54 of the supply duct 51 to the space S, a part of the conditioned air circulates in the space S. Then, it is supplied (sent out) from the floor outlet 23a into the cabin E12. On the other hand, the air in the passenger compartment E12 flows into the recovery duct 52 from the exhaust port 23b through the exhaust port 57, flows through the recovery duct 57, and is recovered by the air conditioner 1.

  Here, a sound absorbing member 9 made of a metal porous body or fiber body (steel wool or the like) is inserted into the ceiling outlet 21a, the upper deck outlet 22a, and the lower deck outlet 22b. The sound-insulating property of the noise from the outside of the vehicle to the cabin E12 is enhanced while suppressing the deterioration of the air conditioning efficiency.

  That is, if the ceiling outlet 21a, the upper shelf outlet 22a, and the lower shelf outlet 22b are opened in the cabin E12, the ceiling outlet 21a, the upper shelf outlet 22a and the lower shelf outlet 22b A noise absorbing member 9 made of a porous body or a fiber body is disposed in the intrusion path where the noise transmitted from the outside of the vehicle or the air conditioner 1 enters the guest room E12. It is possible to absorb the noise by the sound absorbing action of the sound and suppress the intrusion of the noise into the cabin E12.

  In this case, since the sound absorbing member 9 is composed of a porous body or fiber body, it is avoided that the flow of conditioned air blown out from the ceiling outlet 21a, the upper shelf outlet 22a and the lower shelf outlet 22b is blocked. In addition, since the sound absorbing member 9 is made of a metal having excellent heat conductivity, an effect of adjusting (cooling or warming) the surface temperature of the interior panel 2 and the partition walls 6 and 7 can be obtained. As a result, it can suppress that air-conditioning efficiency is impaired.

  In particular, the area ratio in which the opening area of the second outlet E34 and the cargo rack lower outlet 22b described later is shielded by the sound absorbing member 9 is the area ratio in which the aperture area of the cargo upper outlet 22a is shielded by the noise absorbing member 9. It is set smaller. Therefore, the air conditioning efficiency can be ensured while reducing the noise reaching the passenger seated on the seat E2.

  In addition, according to the railway vehicle 100 in this Embodiment, as mentioned above, the ceiling outlet 21a which blows the conditioned air which distribute | circulated the space S or the duct member 5 to the passenger room E12, the upper shelf outlet 22a, the lower shelf Since the air outlet 22b and the floor surface air outlet 23a and the exhaust port 23b for discharging the conditioned air blown into the cabin E12 to the outside of the cabin E12 are provided, the convection of the conditioned air is used to make the inside of the cabin E12. The air can be ventilated and the heat exchange efficiency can be improved.

  Moreover, according to the railway vehicle 100 in the present embodiment, since the duct member 5 includes the ceiling leakage port 53 and the side surface leakage port 54 that leak the conditioned air supplied from the air conditioner 1 to the space S, The space S (the space between the interior panel 2 and the duct member 5) can be made into an air-conditioned space by the conditioned air leaked from the ceiling leakage port 53 and the side surface leakage port 54.

  As a result, the temperature on the back surface of the interior panel 2 can be brought close to the temperature of the conditioned air by such an air-conditioned space, so that the above-mentioned radiation is transmitted to the surface of the interior panel 2 (the cabin E12 side). The air conditioning (cooling or heating) effect can be obtained.

  Here, when the duct member 5 is disposed in the space S, the temperature difference between the temperature in the space S and the surface of the duct member 5 becomes large, so that condensation occurs on the surface of the duct member 5. was there. In the prior art, in order to eliminate the dew condensation, it is necessary to dispose a heat insulating material on the surface of the duct member 5, and there is a problem that the material cost and the work cost increase.

  On the other hand, according to the railway vehicle 100 in the present embodiment, since the ceiling leak outlet 53 and the side leak outlet 54 for leaking the conditioned air in the duct member 5 to the space S are provided, the space S and the duct member The temperature difference with the surface of 5 can be reduced, and the occurrence of condensation on the surface of the duct member 5 can be suppressed.

  As a result, it is not necessary to dispose a heat insulating material on the surface of the duct member 5, so that material costs and work costs can be reduced, and the product cost of the entire railway vehicle 100 can be reduced accordingly. it can.

  Further, in the conventional technology, when condensed water is generated in the space S, there is a problem that it is difficult to remove the condensed water. On the other hand, according to the railway vehicle 100 in the present embodiment, even if condensed water is temporarily generated, for example, immediately after the operation of the air conditioner is resumed after a long-term operation suspension, the condensed water is generated. Can be quickly dried by the conditioned air leaked into the space S.

  Here, in addition to the contribution of the air temperature, the thermal sensation felt by the passenger has the contribution of radiation as described above. As means for air-conditioning the residence room E12 of the railway vehicle 100, air-conditioning is performed by means of air-conditioning by convection (hereinafter referred to as “convection means”) as in the case of the railway vehicle 100 in the present embodiment. If the method using both of the means (hereinafter referred to as “radiating means”) is the first implementation method, and the method using only the convection means is the conventional method, the passengers in the living room have the same coolness or warmth. In order to feel, in the conventional method, the temperature difference between the target temperature in the living room and the temperature of the conditioned air supplied to the living room must be set to a larger temperature difference than in the first implementation method.

  For example, in the case of cooling, in the first implementation method, the heat that permeates each panel from outside the train 100 and enters the living room E12 is transferred to the back surface of the interior panel 2 (that is, the interior panel 2 and the watertight panel). 3 can be removed by conditioned air (cold air) flowing through the space S 3.

  As a result, the convection means does not need to bear the amount of heat that penetrates each panel by conduction from the outside of the vehicle and enters the living room. On the other hand, in the conventional method, the convection means also bears cooling of the heat that penetrates each panel by conduction from the outside of the vehicle and enters the living room E12. Therefore, if the target temperature in the living room is the same, the conditioned air in the conventional method needs to be lower than the temperature of the conditioned air in the first implementation method.

  Similarly, in the case of heating, in the first implementation method, heat that passes through each panel by conduction from the interior of the living room E12 and escapes to the outside of the railway vehicle 100 is transferred to the rear surface of the interior panel 2 (that is, the interior panel 2 and the interior panel 2). It can be removed by conditioned air (warm air) flowing through the space S) between the watertight panel 3. As a result, the convection means does not need to bear the amount of heat that passes through each panel by conduction from the interior of the living room E12 and escapes outside the vehicle.

  On the other hand, in the conventional method, the convection means also bears heating for the amount of heat that passes through each panel by conduction from the living room and escapes to the outside of the railway vehicle 100. Therefore, if the target temperature in the living room is the same, the conditioned air in the conventional method needs to be higher than the temperature of the conditioned air in the first implementation method.

  Further, in the case of cooling, the heat generating part in the cabin E12 in the first implementation method is a part that is exposed to sunlight through the passenger and the window E4. Therefore, it is sufficient to cool these parts by convection means. Since the heat generation part of the above becomes a ceiling surface, a side wall surface and a floor surface in addition to the part exposed to sunlight through the passenger and the window E4, it is necessary to generate strong convection in order to cool each of these parts by convection means, respectively. There is.

  On the other hand, in the case of heating, in the first implementation method, the part where heat escapes from the residence room E12 to the outside of the railway vehicle 100 is the portion of the window E4 that cannot form the space S described above, whereas in the conventional method, The part where the heat escapes from the passenger compartment to the outside of the railway vehicle is the ceiling surface, the side wall surface, and the floor surface in addition to the portion of the window E4. Therefore, in order to heat the heat escaped from each of these parts, it is strong. It is necessary to generate convection.

  From the above, in the conventional method, it is necessary to generate strong convection (increase the convection wind speed and volume), and the temperature difference between the convection temperature and the target temperature is large (cold or warm). It is easy to give discomfort due to the draft.

  On the other hand, according to the first implementation method (the railway vehicle 100 in the present embodiment), the convection can be weakened (the convection wind speed and volume) can be reduced compared to the conventional method, which is given to the passengers. A draft feeling can be suppressed. At the same time, according to the first implementation method, since the temperature difference between the convection temperature and the target temperature can be reduced, even if the convection directly hits the passenger, it is possible to prevent the portion from being cooled or hot. it can. As a result, passenger comfort can be improved.

  Furthermore, according to the first implementation method (the railway vehicle 100 in the present embodiment), as described above, the contribution of the convection means can be reduced and the convection can be weakened (the convection wind speed and volume can be reduced). . As a result, since the cross-sectional area of the duct member 5 can be reduced, the material cost can be reduced and the weight can be reduced. Moreover, since the output for ventilation can be suppressed, the noise in the living room generated by the ventilation can be reduced, and passenger comfort can be improved accordingly.

  Next, with reference to FIG. 3, a detailed configuration of the loading rack E3 will be described. FIG. 3 is an enlarged cross-sectional view of the railway vehicle 100 showing a part of FIG. 2 in an enlarged manner. The load shelf E3 is a part where a load or the like is placed on the upper surface (upper side surface in FIG. 3), and protrudes from the side panel 22 at a position closer to the ceiling panel 21 than the seat E2, as shown in FIG. It is comprised as a hollow plate-shaped member. The cargo rack E3 includes a cargo bed surface E31, a cargo bed lower surface E32, a hollow portion S1, a communication passage E33, and a second air outlet E34.

  The loading platform surface E31 is a portion on which a load is placed, and as shown in FIG. 3, the loading platform surface E31 constitutes the upper surface of the loading rack E3 and is made of a heat insulating material having a heat insulating function. The loading platform lower surface E32 is a portion disposed to face the loading platform surface E31, and constitutes the lower surface of the loading rack E3 and is made of a metal material. Further, the cargo bed lower surface E32 is configured to have a shape gradually approaching toward the ceiling panel 21 side (upper side in FIG. 3) as it is separated from the second air outlet E34 (a circular arc shape convex toward the seat E2).

  As shown in FIG. 3, the hollow portion S1 is a space for forming a circulation path of conditioned air, and as a space formed inside the cargo rack E3, a cargo bed surface E31, a cargo bed lower surface E32, a side panel 22, It is divided by.

  As shown in FIG. 3, the communication passage E <b> 33 is a passage for supplying (sending out) conditioned air supplied from the air conditioner 1 and circulated through the supply duct 51 to the hollow portion S <b> 1. And is inserted into the hollow portion S1 through the side panel 22. The portion (connection passage E33) inserted into the hollow portion S1 extends linearly in the hollow portion S1 toward the connection portion (right side in FIG. 3) between the cargo bed surface E31 and the cargo bed lower surface E32.

  As shown in FIG. 3, the communication path E33 is disposed along the back surface side (lower side surface in FIG. 3) of the loading platform surface E31, and is predetermined between the back surface side (upper side surface in FIG. 3) of the loading platform lower surface E32. Are spaced apart from each other.

  Further, the opening at the tip of the extending direction (right side in FIG. 3) of the communication passage E33 is configured in a direction in which the loading platform lower surface E32 is desired. Therefore, the conditioned air blown out from the opening of the communication passage E33 circulates along the back surface of the cargo bed lower surface E32, then reaches the side panel 22 and circulates toward the second air outlet E34 described later. Note that the opening at the front end of the communication passage E33 in the extending direction corresponds to the second air outlet according to claim 6.

  As shown in FIG. 3, the second air outlet E34 is a passage formed in the side panel 22 to communicate between the hollow portion S1 and the cabin E12, and the surface of the cargo bed lower surface E32 (the surface on the cabin E12 side, FIG. It extends along the lower side. Therefore, since the opening of the second air outlet E34 is configured in a direction in which the opening along the surface of the cargo bed lower surface E32 (the left-right direction in FIG. 3) is desired, the conditioned air blown out from the second air outlet E34 It is distributed along the surface of E34.

  The second outlet E34 is an imaginary straight line (II in FIG. 1) connecting the ceiling outlet 21a, the upper deck outlet 22a, and the lower deck outlet 22b described above in a front view of the side panel 22 (window E4). -Line II) (see FIG. 1). Each of the outlets 21a, 22a, and 22b is disposed so that a virtual straight line is located between the window E4 and the window E4 (see FIG. 1). Thereby, it can suppress that conditioned air hits the passenger sitting on the seat E2 directly.

  As described above, according to the railway vehicle 100 of the present embodiment, the loading platform surface E31 includes the communication passage E33 to which conditioned air is supplied via the cargo shelf supply port 56, and the hollow portion S1 is provided from the communication passage E33. Since the conditioned air can be circulated inside, the temperature on the back surface (the surface on the hollow portion S1 side) of the cargo bed lower surface E32 can be brought close to the temperature of the conditioned air. As a result, the temperature on the surface of the cargo bed lower surface E32 (the surface on the cabin E12 side) can be brought close to the temperature of the conditioned air.

  Therefore, in the case of cooling, the total area of the cold surface surrounding the guest room E12 is added, and in the case of heating, the total area of the warm surface surrounding the guest room E12 is added to the area of the interior panel 2 and the area of the cargo bed lower surface E32 Therefore, the effect of air conditioning by radiation can be enhanced accordingly.

  In particular, since the bottom surface E32 of the loading platform is a member that faces the seat E2 and the window E4 on which the passenger sits, in the case of cooling, the loading platform receives the radiant heat from the passenger and the radiant heat from the sun through the window E4. While it can be efficiently received by the lower surface E32, in the case of heating, the heat that escapes from the cabin E12 to the outside of the vehicle through the window E4 can be efficiently warmed by the cargo bed lower surface E32. That is, the air-conditioning effect that cancels out the radiant heat through the passenger and the window E4 can be surely exhibited.

  In this way, air conditioning by radiation can be efficiently performed, and the contribution of air conditioning by air flow (convection) can be reduced accordingly, so that conditioned air having a large temperature difference and temperature in the passenger compartment E12 is given to passengers. Direct hitting can be suppressed. As a result, it is possible to prevent the passenger from getting cold or hot or to give the passenger a draft feeling, so that the comfort of the passenger can be improved.

  In addition, as described above, since the loading platform surface E31 serving as the loading platform surface of the loading rack E3 is made of a heat insulating material having a heat insulating function, the conditioned air is circulated through the communication passage E33 of the loading rack E3, and the air-conditioning effect by radiation. Even when the load is obtained, by increasing the heat insulation on the loading platform surface E31 side with the heat insulating material, the load placed on the loading platform surface E31 is prevented from being cooled and condensed during cooling or heated during heating. be able to.

  Further, in this way, by configuring the loading platform surface E31 with a heat insulating material and increasing the thermal insulation on the loading platform surface E31 side, on the lower surface side of the loading rack E3 (the seat E2 side, the lower side in FIG. 3), The air-conditioning effect by radiation can be positively enhanced. That is, since the lower surface side of the cargo rack E3 is the side facing the seat E2 and the window E4 on which the passenger is seated, in the case of cooling, the radiant heat from the passenger and the radiant heat from the sun through the window E4 are efficiently used. On the other hand, in the case of heating, the heat that escapes from the cabin E12 to the outside of the vehicle through the window E4 can be efficiently warmed, so the air conditioning effect that cancels out the radiant heat through the passenger and the window E4 can be achieved. It can be more reliably exhibited.

  Further, in the present embodiment, as described above, by supplying conditioned air into the hollow portion S1 of the cargo rack E3, not only the temperature of the cargo bed lower surface E32 is adjusted from the rear surface side, but also the second outlet E34. Can be circulated along the surface of the cargo bed lower surface E32, so that the temperature of the surface of the cargo bed lower surface E32 can be adjusted efficiently.

  That is, for example, in the case of cooling, the loading platform lower surface E32 receives heat from the air in the passenger compartment E12 and heat from the sun through the passengers and the window E4, and the temperature becomes higher than the conditioned air. Yes. In this case, as described above, the conditioned air blown from the second outlet E34 is circulated along the cargo bed lower surface E32 so that the cargo bed lower surface E32 is cooled only from the back surface side (hollow portion S1 side). As compared with the above, cooling can be performed more efficiently, and the cooling effect due to radiation can be increased accordingly.

  Similarly, in the case of heating, the bottom surface E32 of the cargo bed has a temperature lower than that of the conditioned air because heat is transferred to the air in the cabin E12 and heat is taken out of the vehicle through the window E4. Also in this case, as described above, the conditioned air blown from the cargo bed lower surface E32 is circulated along the cargo bed lower surface E32, so that the cargo bed lower surface E32 is efficiently warmed, and the heating effect by radiation is increased accordingly. be able to.

  Here, when conditioned air is circulated through the communication passage E33 formed in the inside of the cargo rack E3 and cooling by radiation is performed, when the temperature at the cargo bed lower surface E32 becomes lower than the dew point temperature of the air in the passenger compartment E12, the surface There is a problem that dew condensation water is generated on the surface of the cabin E12.

  On the other hand, according to the railway vehicle 100 in the present embodiment, as described above, the conditioned air blown from the second air outlet E34 is circulated along the surface of the cargo bed lower surface E32 (the surface on the cabin E12 side). Therefore, the condensed water can be vaporized by the conditioned air, and the condensed water can be removed from the lower surface of the cargo rack E3 (loading surface lower surface E32).

  Moreover, according to the railway vehicle 100 in the present embodiment, the loading platform lower surface E32 gradually approaches the ceiling panel 21 side (upper side in FIG. 3) as it is separated from the second air outlet E34, as described above. (A circular arc shape convex toward the seat E2). Therefore, when the conditioned air is supplied from the second outlet E34 to the cabin E12, the conditioned air is circulated along the cargo bed lower surface E32, thereby being distributed toward the ceiling panel 21 side.

  That is, since conditioned air is not distributed to the seat E2 side or the passage side between the seats E2, conditioned air having a large temperature difference from the temperature in the passenger cabin E12 (that is, conditioned air blown out from the second outlet E34) is given to the passengers. Direct hitting can be suppressed. As a result, it is possible to prevent the passenger from getting cold or hot or to give the passenger a draft feeling, so that the comfort of the passenger can be improved.

  Further, as described above, since the shape of the cargo bed lower surface E32 is formed in a convex arc shape toward the seat E2, the movement of heat due to radiation is widened compared to the case where the cargo bed lower surface E32 is configured flat. Can be done. For example, when the cargo bed lower surface E32 is configured as a flat surface parallel to the floor panel 23, heat is mainly transferred to the seat E2 facing the flat surface.

  On the other hand, by forming the shape of the loading platform lower surface E32 in a convex arc shape toward the seat E2, the loading platform lower surface E32 can face not only the seat E2 but also the passage between the seats E2. Therefore, heat transfer by radiation can be performed in a wider range than in the case of the above-described flat surface. As a result, it is possible to more uniformly adjust the temperature of the entire cabin E12 by suppressing the temperature adjustment only in the vicinity of the seat E2 and suppressing the occurrence of uneven temperature distribution in the cabin E12.

  Next, the configuration of the partition wall 6 that partitions the living room E1 will be described with reference to FIG. 4 is a cross-sectional view of the railway vehicle 100 taken along line IV-IV in FIG. In addition, in FIG. 4, the distribution | circulation direction of conditioned air is typically illustrated using the arrow.

  Here, FIG. 1 corresponds to a cross-sectional view of the railway vehicle 100 taken along the line II of FIG. However, in FIG. 1, the rib member 10 is not shown in order to simplify the drawing and facilitate understanding.

  As described above, the partition wall 6 includes the cabin partition panel 6a and the deck partition panel 6b, and the cabin partition panel 6a and the deck partition panel 6b are arranged to face each other with a predetermined interval therebetween (see FIG. 1). The cabin compartment panel 6a is a panel facing the cabin E12, and includes a rib member 10 as shown in FIG.

  The rib member 10 is a plate-shaped member that plays a role of fins in order to enhance the heat exchange effect between the conditioned air flowing through the partition wall 6 and the partition wall 6, and as shown in FIG. It is erected from the back side (the front side in FIG. 4). The rib member 10 includes a vertical rib member 11 and a horizontal rib member 12.

  The vertical rib member 11 is a plate-like member extending along a direction (upward and downward direction in FIG. 4) connecting the ceiling panel 21 and the floor panel 23 shown in FIG. They are arranged in parallel at equal intervals. The lateral rib member 12 is a plate-like member extending along a direction connecting the pair of side panels 22 (that is, a direction orthogonal to the longitudinal rib member 11 and the left-right direction in FIG. 4). 11 and the ceiling panel 21, and between the vertical rib member 11 and the floor panel 12, a plurality are arranged in parallel with each other while being parallel to each other.

  The vertical rib member 11 and the horizontal rib member 12 are set to have the same height from the back of the passenger compartment panel 6a (the vertical dimension in FIG. 4). Moreover, the standing height is a clearance enough for the conditioned air to flow between the standing tips of the vertical rib member 11 and the horizontal rib member 12 and the back surface of the deck partition panel 6b (see FIG. 1). Is set to the height at which it is formed.

  Therefore, as shown in FIG. 4, when conditioned air is supplied from the ceiling panel 21 side, the conditioned air is diffused in the horizontal direction (left and right direction in FIG. 4) by the flow being blocked by the horizontal rib member 12. On the other hand, it gets over each horizontal rib member 12 and flows down toward the vertical rib member 11. Then, after flowing down while being guided by the respective vertical rib members 11, the liquid flows again toward the floor panel 23 while being diffused in the horizontal direction by the horizontal rib members 12 again.

  Thereby, the conditioned air supplied to the internal space of the partition wall 6 can be circulated uniformly throughout the internal space. As a result, the temperature of the partition wall 6 can be brought close to the temperature of the conditioned air over the entire area, so that the air conditioning effect by radiation using the passenger compartment panel 6a and the deck partition panel 6b can be efficiently exhibited.

  In this case, the vertical rib member 11 is extended along the direction connecting the ceiling panel 21 and the floor panel 23 (the vertical direction in FIG. 4), so that the extending direction extends from the ceiling panel 21 side to the floor surface. Since it is parallel to the flow direction of the conditioned air flowing to the panel 23 side, the conditioned air can be circulated smoothly and the generation of wind noise can be suppressed. Moreover, since conditioned air can be circulated smoothly, the enlargement of the blowing means (a part of the air conditioner 1) due to an increase in blowing resistance can be suppressed.

  In the railway vehicle 100 according to the present embodiment, the partition wall 7 is also provided with rib members 10 (vertical rib members 11 and horizontal rib members 12), as with the partition wall 6 (not shown). Since the rib member 10 in this partition wall 7 is comprised similarly to the partition wall 6 mentioned above, the description is abbreviate | omitted.

  Further, as shown in FIG. 4, rib members 10 (vertical rib members 11 and horizontal rib members 12) are also disposed on the back surface side (space S side) of the side panel 22. The lateral rib member 12 connected to the side panel 22 is above the longitudinal rib member 11 (on the ceiling panel 21 side), and the lateral rib member 11 is above the ceiling lower outlet 22b (see FIG. 3) (the ceiling panel). 21 side) and connected to the lower side (floor panel 23 side) than the upper shelf 22a (see FIG. 3).

  Here, the circulation of the conditioned air in the side panel 22 will be described with reference to FIG. As shown in FIG. 3, the conditioned air leaked from the ceiling leakage outlet 53 into the space S flows along the back surface (the surface on the space S side) of the ceiling panel 21, and passes through the space S on the back surface side of the side panel 22. Flow down. Then, the conditioned air that has flowed down hits the horizontal rib member 12 and is blocked from flowing, so that the flow direction is changed, and the conditioned air is circulated toward the upper shelf 22a.

  Further, as shown in FIG. 3, the conditioned air rising along the back surface (surface on the space S side) of the side panel 22 out of the conditioned air leaked from the side leakage port 54 into the space S hits the lateral rib member 12. When the distribution is blocked, the distribution direction is changed, and the distribution direction is distributed toward the cargo rack lower outlet 22b.

  In this case, the lateral rib member 12 (the lateral rib member 12 located closer to the floor panel 23 than the longitudinal rib member 11) is disposed at and near the position facing the side surface outlet 54 (see FIG. 4), the conditioned air that leaks into the space S from the side surface outlet 54 and rises along the back surface of the side panel 22 (the surface on the space S side), as described above, in the lateral direction. Can diffuse.

  Therefore, the conditioned air flowing (rising) from the side leakage port 54 toward the load shelf lower outlet 22b can be circulated in the entire space S without any unevenness. As a result, the temperature of the side panel 22 can be brought close to the temperature of the conditioned air over the entire region, so that the air conditioning effect by radiation using the side panel 22 can be efficiently exhibited.

  As shown in FIG. 3, the side panel 22 has a region from the side leak outlet 54 to the lower shelf outlet 22b (that is, a region closer to the floor panel 23 than the loading shelf E3) faces the seat E2. Therefore, it is particularly effective as an air-conditioning effect for passengers to bring this region close to the temperature of the conditioned air without unevenness throughout the entire region.

  Next, a second embodiment will be described with reference to FIG. FIG. 5A is a partially enlarged cross-sectional view of the railway vehicle 200 in the second embodiment, and corresponds to FIG. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment mentioned above, and the description is abbreviate | omitted.

  In the first embodiment, the case where the conditioned air supplied from the duct member 5 through the cargo shelf supply port 56 is circulated to the cabin E12 by connecting the communication passage E33 to the cargo shelf supply port 56 has been described. However, in 2nd Embodiment, the one end side of the communicating path E233 is connected to the space S, and it is comprised so that the conditioned air supplied from the space S may be distribute | circulated to the guest room E12.

  Therefore, heat is transferred to the communication passage E233 from the duct member 205 and circulated through the space S, that is, the conditioned air, that is, the side panel 22 and the like, and approaches the temperature of the air in the cabin E12. Harmonized air is distributed. Therefore, even if the conditioned air sent from the communication passage E233 is circulated to the cabin E12 and directly hits the passenger, it is suppressed that the passenger gets cold or hot, thus improving passenger comfort. Can be planned.

  Note that the opening at the front end in the extending direction of the communication passage E233 (on the side opposite to the space S, the right side in FIG. 5A) corresponds to the second air outlet according to claim 6.

  Next, a third embodiment will be described with reference to FIG. FIG. 5B is a partially enlarged cross-sectional view of the railway vehicle 300 in the third embodiment, and corresponds to FIG. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment mentioned above, and the description is abbreviate | omitted.

  In the first embodiment, the hollow portion S1 that is the internal space of the load shelf E3 and the cabin E12 are connected via the second air outlet E34, so that the harmony supplied from the load shelf supply port 56 to the hollow portion S1. Although the case where air is circulated from the second air outlet E34 to the guest room E12 has been described, in the third embodiment, the second air outlet E34 is omitted to form the side panel 222 and the hollow portion S1 is made into the space S. By connecting, the conditioned air supplied from the cargo shelf supply port 56 to the hollow portion S1 is circulated in the space S and is circulated from the cargo shelf lower outlet 22b or the floor surface outlet 23a to the cabin E12. ing.

  Therefore, the conditioned air supplied to the hollow portion S1 brings the temperature of the cargo bed bottom surface E32 close to the harmony temperature and ensures the air conditioning effect by radiation, while the conditioned air circulated along the bottom surface of the cargo bed bottom surface E32 (that is, By omitting the conditioned air blown out from the second outlet E34 (see FIG. 3), it is possible to suppress the blown conditioned air from directly hitting the passenger and giving a draft feeling.

  Next, a fourth embodiment will be described with reference to FIG. FIG. 5C is a partially enlarged cross-sectional view of the railway vehicle 400 according to the fourth embodiment, and corresponds to FIG. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment mentioned above, and the description is abbreviate | omitted.

  Although 1st Embodiment demonstrated the case where the conditioned air supplied to the hollow part S1 from the duct member 5 via the cargo shelf supply port 56 is distribute | circulated from the 2nd blower outlet E34 to the guest room E12, 4th implementation In this embodiment, one end side of the communication passage E233 is connected to the space S, the conditioned air supplied from the space S is circulated through the hollow portion S1, and the side panel 222 is configured by omitting the second outlet E34. By doing so, the conditioned air supplied to the hollow portion S1 is configured to circulate in the space S.

  Therefore, similarly to the case of the third embodiment described above, the conditioned air blown out to the passenger room E12 can be prevented from directly hitting the passenger, and the draft feeling of the passenger can be suppressed.

  Further, heat is transferred to the hollow portion S1 from the duct member 205 and circulated through the space S, that is, the conditioned air, that is, the side panel 22 and the like, and approaches the temperature of the air in the cabin E12. Since conditioned air is circulated, the temperature difference between the cargo bed lower surface E32 and the air in the passenger cabin E12 can be reduced. As a result, it is possible to suppress the occurrence of condensation on the lower surface of the cargo bed lower surface E32.

  Thus, in the rail vehicle 400 in 4th Embodiment, giving a feeling of a draft to a passenger is suppressed by abbreviate | omitting 2nd blower outlet E34 (refer FIG. 3). However, in this case, the dew condensation generated on the lower surface of the loading platform lower surface E32 cannot be removed. Therefore, by causing the conditioned air after circulating through the space S to flow through the hollow portion S1, it is possible to suppress the occurrence of dew condensation on the lower surface of the cargo bed lower surface E32.

  Next, a fifth embodiment will be described with reference to FIG. FIG. 6 is a partially enlarged cross-sectional view of a railway vehicle 500 according to the fifth embodiment, and corresponds to a partially enlarged view of FIG. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment mentioned above, and the description is abbreviate | omitted.

  In the first embodiment, the case has been described in which the cargo rack lower outlet 22b and the second outlet E34 are located between the windows E4 and E4 (see FIG. 1). In the fifth embodiment, The cargo shelf lower outlet 522b and the second outlet E534 are disposed on the upper side (the ceiling panel 21 side) of the window E4.

  As shown in FIG. 6, the cargo rack lower outlet 522 b and the second outlet E 534 are on the upper side of the window E <b> 4 (the ceiling panel 21 side), and in the vertical direction of the railcar 500 (the vertical direction in FIG. 6). It has a width dimension (dimension in the left-right direction in FIG. 6) that overlaps the entire E4.

  Therefore, the conditioned air sent from the cargo shelf lower outlet 522b can be circulated along the entire surface of the window E4, and the air conditioning effect that cancels out the radiant heat through the window E4 can be exhibited. . Similarly, the temperature of the entire bottom surface E32 of the cargo bed E32 can be adjusted by the conditioned air sent from the cargo shelf lower outlet 522b, and the air conditioning effect of canceling out the radiant heat through the window E4 can be efficiently exhibited.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values (for example, the number and size of each component) given in the above embodiments are merely examples, and other numerical values can naturally be adopted.

  In each of the above embodiments, the case where the heat insulating material 4 is disposed on the entire inner surface of the watertight panel 3 (interior panel 2 side) has been described. Arrangement to a part may be omitted.

  Although the description is omitted in each of the above embodiments, the surface of the interior panel 2 may be embossed. Thereby, an increase in surface area can be achieved, and heat dissipation (heat dissipation efficiency) can be improved.

  In each of the above-described embodiments, the case where at least a part of the conditioned air sent from the air conditioner 1 is supplied to the cabin E12 has been described. However, the present invention is not necessarily limited thereto, and may not be supplied to the cabin E12. . That is, the conditioned air sent from the air conditioner 1 is supplied to the space S, and the conditioned air supplied to the space S is returned to the air conditioner 1 without being supplied to the cabin E12, or to the outside of the railway vehicle 100. You may make it discharge | emit.

  In each of the embodiments described above, the case where the conditioned air leaked from the duct member 5 into the space S is circulated to the cabin E12 is not necessarily limited to this, but is returned to the air conditioner 1 or the railcar 100. You may comprise so that it may discharge outside.

  In each of the above-described embodiments, the case where the air conditioner 1 is disposed below the vehicle body B has been described. However, the present invention is not necessarily limited thereto, and the air conditioner 1 is naturally disposed above the vehicle body B. Is possible.

  In each of the above-described embodiments, the case where the standing height of the vertical rib member 11 and the standing height of the horizontal rib member 12 are configured to be the same height has been described. Of course, it is possible. In this case, the vertical height of the vertical rib member 11 is set higher than the vertical height of the horizontal rib member 12 (the vertical height of the horizontal rib member 12 is set lower than the vertical height of the vertical rib member 11). Is preferred. As a result, the diffusion effect of the conditioned air by the lateral rib member 12 (the effect of circulating uniformly without disturbing the circulation of the conditioned air is ensured) and the generation of wind noise and the increase of the blowing resistance are ensured. While suppressing, the surface area of the vertical rib member 11 can be ensured and the heat exchange efficiency can be improved.

1 is a cross-sectional view of a railway vehicle according to a first embodiment of the present invention. It is sectional drawing of the rail vehicle in the II-II line of FIG. FIG. 3 is an enlarged cross-sectional view of a railway vehicle in which a part of FIG. 2 is enlarged. It is sectional drawing of the rail vehicle in the IV-IV line of FIG. (A) is a partial expanded sectional view of the railcar in 2nd Embodiment, (b) is a partial expanded sectional view of the railcar in 3rd Embodiment, (c) is 4th implementation. It is a partial expanded sectional view of the railway vehicle in the form of. It is a partial expanded sectional view of the railway vehicle in 5th Embodiment.

Explanation of symbols

100, 200, 300, 400, 500 Railway vehicle 1 Air conditioner E1 Residence room E12 Guest room (part of the residence room)
E13 deck (part of living room)
E14 Toilet room (part of living room)
2 Interior panel 21 Ceiling panel (part of interior panel)
21a Ceiling outlet (first outlet)
22, 222 Side panel (part of interior panel)
22a Cargo shelf upper outlet (first outlet)
22b Lower shelf of the shelf (first outlet)
23 Floor panel (part of interior panel)
23a Floor outlet (first outlet)
23b Outlet 3 Watertight panel 4 Insulation 5,205 Duct member 53 Ceiling outlet (leak)
54 Side leak (leak)
57 Discharge port 6,7 Partition wall 6a Guest room partition panel (first partition panel or second partition panel)
6b Deck section panel (second section panel or first section panel)
7a Deck section panel (first section panel or second section panel)
7b Toilet compartment panel (second compartment panel or first compartment panel)
9 Sound absorbing member 10 Rib member 11 Vertical rib member (part of rib member)
12 Horizontal rib member (part of rib member)
E3 Loading shelf E31 Loading platform surface E33, E233 Communication passage S Space S1 Hollow portion (space formed inside the loading shelf)

Claims (10)

In railway vehicles equipped with air conditioners that supply conditioned air,
An interior panel that forms the inner wall of the living room;
A watertight panel that is disposed outside the interior panel and maintains the watertightness of the living room;
A heat insulating material disposed on the inner surface of the watertight panel and having a heat insulating function;
A railway vehicle characterized in that a space is formed between the interior panel and the watertight panel, and conditioned air supplied from the air conditioner circulates in the space. A leak outlet that is disposed in the space and includes a cylindrical duct member that is supplied with conditioned air from the air conditioner, and the duct member leaks conditioned air supplied from the air conditioner to the space. With
The interior panel includes a first air outlet that blows out conditioned air flowing through the space or the duct member to the living room, and an outlet that discharges the conditioned air blown from the first air outlet to the outside of the living room. The railway vehicle according to claim 1, further comprising:   The railway vehicle according to claim 2, wherein an opening of the first air outlet is configured so that conditioned air blown from the first air outlet to the living room hits the surface of the interior panel. A load shelf protruding from the surface of the interior panel and having an upper surface serving as a loading platform surface,
The load shelf includes a communication passage formed inside the load shelf and communicated with the space or the duct member,
4. The railway vehicle according to claim 2, wherein conditioned air supplied from the space or the duct member is configured to flow through the communication passage. 5.   The railway vehicle according to claim 4, further comprising a heat insulating material that is disposed on an upper surface side of the load shelf that serves as the loading platform surface and has a heat insulating function. The communication passage includes a second air outlet that blows conditioned air supplied from the space or the duct member to the living room,
The railway vehicle according to claim 5, wherein an opening of the second air outlet is configured so that conditioned air blown from the second air outlet to the living room hits the lower surface of the cargo rack. A partition wall for partitioning the living room;
The partition wall includes a first partition panel facing one of the partitioned living rooms and a second partition panel facing the other of the partitioned living rooms,
The first partition panel and the second partition panel are disposed to face each other with a predetermined interval, and conditioned air supplied from the air conditioner is opposed to the first partition panel and the second partition panel. The railway vehicle according to any one of claims 1 to 6, wherein the railway vehicle is configured to circulate between them.   The railway according to claim 2 or 6, further comprising a sound absorbing member that is disposed at the first air outlet or the second air outlet and is made of a metal porous body or fiber body. vehicle. A plate-like rib member disposed in the space;
The rail vehicle according to any one of claims 1 to 8, wherein the rib member is connected to the interior panel and is disposed in parallel with a flow direction of the conditioned air flowing through the space. . A plate-shaped partition member disposed in the space;
9. The partition member according to claim 1, wherein the partition member is connected to the interior panel and is disposed in a direction orthogonal to a flow direction of the conditioned air flowing through the space. Railway vehicle.

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