JP2013147251A - Railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railroad vehicle capable of improving the comfort of passengers by suppressing radiation heat given from the surface of a ceiling interior panel forming a ceiling of a compartment.SOLUTION: A ceiling duct 53 connected to a hot air recovery fan 15 is disposed in a space S1 on a ceiling wall which is a space between a ceiling interior panel 21 configuring a ceiling of a railroad vehicle 100 and a heat insulating material 4. Ceiling suction ports 21a and load shelf upper suction ports 22a are opened and formed on the ceiling interior panel 21 to make the space S1 on the ceiling wall communicate with a compartment E12. Accordingly, air B in the space S1 on the ceiling wall is discharged to the outside of the compartment of the railroad vehicle 100 through the ceiling duct 53 to substitute the air B in the space S1 on the ceiling wall with conditioned air A, and a surface temperature of the ceiling interior panel 21 is brought closer to a temperature of the conditioned air A of the compartment E12. As a result, an influence of the radiation heat of the ceiling interior panel 21 is reduced to improve the comfort of passengers.

Description

  The present invention relates to a railway vehicle, and more particularly to a railway vehicle that can improve passenger comfort by suppressing the influence of radiant heat generated from the surface of a ceiling interior panel that forms the ceiling of a passenger cabin.

  In a conventional railway vehicle, conditioned air adjusted in temperature and humidity is generated by an air conditioner, and the generated conditioned air is blown downward from, for example, a blow-out opening opened in a ceiling portion of a guest room, or on a floor. It was comprised so that air conditioning of a guest room might be performed by blowing upwards from the opened blower outlet (patent documents 1 and 2).

JP 2008-049984 A (for example, FIG. 2) Japanese Patent Laying-Open No. 2005-225266 (for example, FIG. 5)

  However, in the above-described conventional railway vehicle, the ceiling structure has a structure that has a space behind the ceiling between the ceiling interior panel and the watertight panel. For example, hot air stays in the space behind the ceiling in summer. Therefore, the surface temperature of the ceiling interior panel rises, and the radiant heat generated from the surface of the ceiling interior panel impairs the cooling effect in the cabin. In particular, since the ceiling interior panel has a large area and a large viewing angle when viewed from the passenger, the effect of the radiant heat on the passenger's thermal feeling is great. Similarly, in winter, cold air stays in the space behind the ceiling, which lowers the surface temperature of the ceiling interior panel, and the negative radiant heat generated from the surface of the ceiling interior panel has the effect of heating in the cabin. Damage. As a result, there has been a problem that passenger comfort during cooling or heating is impaired.

  The present invention has been made to solve the above-described problems, and it is possible to improve passenger comfort by suppressing the influence of radiant heat generated from the surface of the ceiling interior panel that forms the ceiling of the cabin. The purpose is to provide a train that can be used.

  In order to achieve this object, the railway vehicle according to claim 1 is provided with an air conditioner for supplying conditioned air to a guest room, a ceiling interior panel that forms a ceiling of the guest room, and an outside of the ceiling interior panel. A railway vehicle comprising a watertight panel that maintains watertightness of the cabin and a heat insulating material that is disposed on an inner surface of the watertight panel and has a heat insulating function, and is formed as a space between the ceiling interior panel and the watertight panel. A discharge means for discharging the air in the ceiling back space to the outside of the passenger compartment, and a vent for communicating the ceiling back space with the passenger cabin.

  The railcar according to claim 2 is the railcar according to claim 1, wherein the railcar has a plurality of openings, and the cross-sectional area becomes larger toward the downstream side in the flow direction of the air taken in from the openings, and the space behind the ceiling And the exhaust means exhausts the air in the ceiling space to the outside of the cabin through the duct member.

  The railway vehicle according to claim 3 is the railway vehicle according to claim 1 or 2, further comprising a cargo shelf that protrudes toward the cabin and has an upper surface that serves as a cargo bed surface, and the ceiling interior panel is configured to be curved. A side ceiling panel continuously provided on the upper surface of the load shelf, and the ventilation port is located at an end of the side ceiling panel on the cargo bed surface side and communicates the ceiling back space to the cabin. It is equipped with a load shelf vent.

  The rail vehicle according to claim 4 is the rail vehicle according to any one of claims 1 to 3, wherein the lighting device is disposed in the ceiling space and illuminates the cabin through a lighting opening of the ceiling interior panel. And an illumination cover made of a translucent material that covers the daylighting opening of the ceiling interior panel, and the vent is formed at a position where the illumination cover and the ceiling interior panel are connected to each other And an illumination vent for communicating the ceiling space with the cabin.

  The railway vehicle according to claim 5 is the railway vehicle according to any one of claims 1 to 4, wherein the window glass disposed on a side surface of the cabin and the upper part of the window glass is provided from the air conditioner. An air outlet that blows down the conditioned air to be directed downward, and the air outlet is located above the window glass and closer to the window glass than the air outlet, and the ceiling underside space is Equipped with a window vent that communicates with the guest rooms.

  The railway vehicle according to claim 6 is the railway vehicle according to any one of claims 1 to 4, further comprising a window glass disposed on a side surface of the passenger cabin, wherein the ventilation opening is located above the window glass. And a window vent for communicating the ceiling space with the cabin.

  The railway vehicle according to claim 7 is the railway vehicle according to claim 5 or 6, wherein the railway vehicle has a take-up shaft and a roll curtain wound in a roll shape around an outer periphery of the take-up shaft. A curtain mechanism that shields the window glass by a curtain, and the curtain mechanism is disposed inside the window ventilation opening, and the window ventilation opening is formed by the roll curtain that is drawn out of the curtain mechanism and hangs down. It is divided into a flow path on the glass side and a flow path on the cabin side.

  The railway vehicle according to claim 8 is the railway vehicle according to any one of claims 3 to 6, wherein at least one of the cargo shelf vent, the illumination vent or the window vent is closed, and Closing means for blocking communication between the ceiling space and the cabin via the shelf vent, the lighting vent or the window vent is provided.

  According to the railway vehicle according to claim 1, the discharge means for discharging the air in the ceiling back space formed as a space between the ceiling interior panel and the watertight panel to the outside of the passenger cabin, and the ventilation opening for communicating the ceiling back space with the passenger cabin. As the air in the ceiling space is exhausted to the outside of the cabin by the exhaust means, the air in the cabin is moved from the cabin to the ventilation opening by the amount of the air exhausted from the ceiling space to the outside of the cabin. It can be introduced into the ceiling space via. Thereby, the air staying in the ceiling space, for example, hot air in summer or cold air in winter can be replaced with air in the cabin (that is, conditioned air whose temperature and humidity are adjusted by the air conditioner).

  As a result, the surface temperature of the ceiling interior panel that forms the ceiling of the guest room can be brought close to the temperature of the air in the guest room, that is, the room temperature. Therefore, the effect of air conditioning in the guest room due to the radiant heat generated from the surface of the ceiling interior panel is achieved. There is an effect that it is possible to suppress the damage and improve the comfort of passengers.

  Here, with conventional railway vehicles, when hot air in the summer or cold air in the winter stays in the space behind the ceiling, the effect of air conditioning in the cabin is suppressed from being radiated from the surface of the ceiling interior panel Therefore, it is necessary to provide a heat insulating material on the back surface of the ceiling interior panel, which increases the material cost. On the other hand, according to the railway vehicle of the present invention, as described above, by introducing the air in the cabin, the air staying in the ceiling space is replaced, and the surface temperature of the ceiling interior panel is brought close to the room temperature of the cabin. Therefore, it is possible to omit providing the heat insulating material on the back surface of the ceiling interior panel, and as a result, there is an effect that the material cost can be reduced.

  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 flow passage cross-sectional area increases toward the downstream side in the flow direction of the air taken in from the openings having a plurality of openings. And a duct member disposed in the ceiling space, and through the duct member, the air in the ceiling space is discharged outside the cabin by the discharge means. By taking in and discharging outside the cabin, the ceiling space can be exhausted more uniformly, and as a result, the air in the ceiling space can be efficiently replaced with the air in the cabin.

  That is, when the air in the ceiling space is directly sucked by the electric fan and discharged to the outside, the air is discharged to the outside in the area close to the electric fan. However, in the region far from the electric fan, air is not discharged to the outside and is likely to stay, so that it is difficult to replace the air in the cabin.

  On the other hand, according to the railway vehicle of the present invention, since it has a plurality of openings, air can be taken from each opening and discharged to the outside even in a region far from the electric fan. Therefore, the air in the entire ceiling space can be easily discharged outside, so that the air in the ceiling space can be more uniformly replaced with the air in the cabin.

  According to the railway vehicle according to claim 3, in addition to the effect achieved by the railway vehicle according to claim 1 or 2, a cargo shelf vent is provided at the end of the side ceiling panel on the loading platform side, and the cargo shelf vent is provided. If the air in the cabin is introduced into the ceiling space, the air on the cargo bed surface of the cargo shelf is transferred to the ceiling space via the cargo shelf vent. Since it can be introduced, the air on the bed surface of such a load shelf can be replaced with air in other areas in the cabin.

  Here, warm air stays in the vicinity of the ceiling in the cabin during cooling. In particular, air is likely to stay on the loading platform surface of the cargo rack because it is a deep area surrounded by the cargo rack and the ceiling interior panel (side ceiling panel). And the stay of warm air raises the temperature of the ceiling interior panel, so the effect of air conditioning in the cabin is impaired by the radiant heat brought from the surface of the ceiling interior panel (side ceiling panel), and passenger comfort is reduced There is a problem of doing.

  On the other hand, according to the railway vehicle of the present invention, as described above, the warm air on the loading platform surface of the cargo rack is changed from the air in the other areas of the cabin (that is, the cold air whose temperature and humidity are adjusted by the air conditioner). ), The surface temperature of the ceiling interior panel (side ceiling panel) can be lowered. As a result, it is possible to suppress the effect of air conditioning in the cabin from being impaired by the radiant heat generated from the surface of the ceiling interior panel, thereby improving passenger comfort.

  In particular, according to the vehicle control device of the present invention, the arrangement position of the cargo shelf vent is the end of the side ceiling panel on the cargo bed surface side, that is, the cargo shelf and the ceiling interior panel (side ceiling panel). )), The air in the other areas of the cabin (ie, cold air whose temperature and humidity are adjusted by the air conditioner) By bypassing the area on the cargo bed surface, it is possible to suppress the direct flow into the cargo shelf vent, and warm air that stays on the cargo bed surface of the cargo rack can surely flow into the cargo vent, There is an effect that the warm air staying on the bed surface of the load rack can be efficiently replaced with the air in other areas in the cabin.

  According to the railway vehicle of claim 4, in addition to the effect produced by the railway vehicle according to any one of claims 1 to 3, an illumination ventilation opening is provided at a position where the illumination cover and the ceiling interior panel are connected, The ceiling space is communicated with the cabin through the lighting vent. When air in the cabin is introduced into the ceiling space, the air near the lighting cover is routed to the ceiling space via the lighting vent. Since it can be introduced, the air in the vicinity of the lighting panel can be replaced with the air in other areas in the cabin.

  As described above, warm air stays in the vicinity of the ceiling in the cabin during cooling. Particularly, in the vicinity of the lighting panel, the lighting fixture serves as a heat source, and the temperature of the air near the ceiling is further increased by the heat generation. The stagnation of the warm air raises the temperature of the lighting cover and the ceiling interior panel, and the radiant heat generated from the surface of the lighting cover and the ceiling interior panel impairs the effect of the air conditioning in the passenger compartment, thereby improving passenger comfort. There is a problem that it decreases.

  On the other hand, according to the railway vehicle of the present invention, as described above, the warm air in the vicinity of the lighting cover is replaced with the air in the other area of the cabin (that is, the cold air whose temperature and humidity are adjusted by the air conditioner). Therefore, the surface temperature of the lighting cover and the ceiling interior panel can be lowered. As a result, there is an effect that the comfort of passengers can be improved by suppressing the effect of the air conditioning in the cabin from being impaired by the radiant heat generated from the surfaces of the lighting cover and the ceiling interior panel.

  According to the railway vehicle of the fifth aspect, in addition to the effect achieved by the railway vehicle according to any one of the first to fourth aspects, a window ventilation opening is provided in the upper part of the window glass, and the ceiling back is provided through the window ventilation opening. When the air in the guest room is introduced to the ceiling back space, the air in the vicinity of the window glass can be introduced to the back space through the window vent. Air in the vicinity of the glass can be replaced with air in other areas in the cabin.

  Here, for example, during cooling, the temperature of the window glass is generally higher than the air in the cabin due to the heat received from the air outside the vehicle and the heat received from the sun. On the other hand, at the time of heating, the temperature of the window glass is lower than that of the air in the cabin due to heat being taken away from the vehicle. For this reason, there is a problem that the effect of air conditioning in the cabin is impaired by the radiant heat generated from the surface of the window glass, and passenger comfort is reduced.

  Further, during heating, there is a problem that the air that has been cooled and heavier in the vicinity of the window glass descends and flows over the floor and spreads to the cabin (so-called cold draft).

  On the other hand, according to the railway vehicle of the present invention, as described above, the air in the vicinity of the window glass (air having a temperature higher or lower than the air in the cabin) is changed to the temperature in the other area of the cabin (that is, by the air conditioner). Therefore, the surface temperature of the window glass can be brought close to the temperature of the air in the cabin, that is, room temperature. As a result, there is an effect that the comfort of passengers can be improved by suppressing the effect of air conditioning in the cabin from being impaired by the radiant heat generated from the surface of the window glass.

  In addition, the air in the vicinity of the window glass can be replaced with the air in the cabin before the air drops in the vicinity of the window glass due to being cooled and heavy, so that the so-called cold draft can be suppressed. effective.

  Furthermore, according to the vehicle control device of the present invention, the air outlet that blows the conditioned air supplied from the air conditioner downward is disposed at the upper portion of the window glass, and the window vent is located at the window rather than the air outlet. Since it is arranged on the glass side, there is an effect that the temperature of the window glass and the temperature of the air in the ceiling space can be effectively brought close to the temperature of the air in the cabin.

  That is, since the window vent is located on the side of the window glass from the outlet, when the air near the window glass is sucked from the window vent, the flow of air sucked into the window vent (upflow) Since the air flowing down from the air outlet (that is, conditioned air supplied from the air conditioner) is taken in, the conditioned air supplied from the air conditioner (that is, air having a temperature closer to the target temperature than the air in the cabin) is changed. After passing through the window glass, it can be sucked into the window vent.

  Thereby, the temperature of the window glass can be effectively brought close to the temperature of the cabin air by using the conditioned air blown from the outlet (that is, the air having a temperature closer to the target temperature than the cabin air). it can. Further, by introducing such conditioned air into the ceiling space, the temperature of the air in the ceiling space can be effectively brought close to the temperature of the air in the cabin. As a result, it is possible to suppress the effect of air conditioning in the passenger cabin from being impaired by the radiant heat generated from the surface of the window glass and the surface of the ceiling interior panel, thereby improving passenger comfort.

  According to the railway vehicle of the sixth aspect, in addition to the effect of the railway vehicle according to any one of the first to fourth aspects, a window ventilation opening is provided on the upper portion of the window glass, and the ceiling back is provided through the window ventilation opening. When the air in the guest room is introduced to the ceiling back space, the air in the vicinity of the window glass can be introduced to the back space through the window vent. Air in the vicinity of the glass can be replaced with air in other areas in the cabin.

  Here, for example, during cooling, the temperature of the window glass is generally higher than the air in the cabin due to the heat received from the air outside the vehicle and the heat received from the sun. On the other hand, at the time of heating, the temperature of the window glass is lower than that of the air in the cabin due to heat being taken away from the vehicle. For this reason, there is a problem that the effect of air conditioning in the cabin is impaired by the radiant heat generated from the surface of the window glass, and passenger comfort is reduced.

  Further, during heating, there is a problem that the air that has been cooled and heavier in the vicinity of the window glass descends and flows over the floor and spreads to the cabin (so-called cold draft).

  On the other hand, according to the railway vehicle of the present invention, as described above, the air in the vicinity of the window glass (air having a temperature higher or lower than the air in the cabin) is changed to the temperature in the other area of the cabin (that is, by the air conditioner). Therefore, the surface temperature of the window glass can be brought close to the temperature of the air in the cabin, that is, room temperature. As a result, there is an effect that the comfort of passengers can be improved by suppressing the effect of air conditioning in the cabin from being impaired by the radiant heat generated from the surface of the window glass.

  In addition, the air in the vicinity of the window glass can be replaced with the air in the cabin before the air drops in the vicinity of the window glass due to being cooled and heavy, so that the so-called cold draft can be suppressed. effective.

  According to the seventh aspect of the present invention, in addition to the effect produced by the first or fifth aspect of the present invention, the balance of the air volume at the window vents can be maintained constant. That is, when the roll curtain is wound around the outer periphery of the winding shaft, the outer diameter of the winding portion is increased, so that the flow passage cross-sectional area of the window ventilation opening is reduced accordingly. On the other hand, when the roll curtain is pulled out, the outer diameter of the wind-up part is reduced, so that the flow passage cross-sectional area of the window vent becomes larger, but in this case, the flow path on the window glass side of the window vent Since the roll curtain covers the window glass, the air passing through the narrow flow path between the roll curtain and the window frame is circulated. Thereby, regardless of the open / closed state of the roll curtain, the flow path cross-sectional area of the window vent (that is, the total flow cross-sectional area of the flow path on the window glass side and the flow path on the cabin side divided by the roll curtain) It is possible to keep the balance of the air volume of the window vents constant.

  According to the railway vehicle according to claim 8, in addition to the effect of the railway vehicle according to any one of claims 3 to 6, at least one of the cargo shelf vent, the lighting vent or the window vent is closed. Since the structure includes a closing means for blocking the communication between the overhead space through the cargo shelf vent, the lighting vent or the window vent and the guest room, the load shelf vent and the lighting vent by the closing means are provided. By performing the shut-off, for example, during heating, it is possible to prevent warm air staying near the ceiling from being replaced with air in other areas in the cabin. As a result, the temperature of the ceiling interior panel can be raised using warm air staying in the vicinity of the ceiling, so that the air conditioning effect in the cabin can be achieved by the radiant heat generated from the surface of the ceiling interior panel (side ceiling panel). As a result, passenger comfort can be improved.

  In addition, by performing the blocking of the window ventilation opening by the closing means, for example, during heating, it is possible to suppress the warm air near the window glass from being replaced with the air in other areas in the cabin. As a result, the temperature of the window glass can be increased by using the warm air near the window glass, so that the air-conditioning effect in the cabin can be enhanced by the radiant heat brought from the surface of the window glass. There is an effect that it is possible to improve passenger comfort.

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 portion surrounded by III in FIG. 2 is enlarged. It is the expanded sectional view which expanded and showed the window part periphery of the rail vehicle in the IV-IV line of FIG.

  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 FIGS. 1 and 2. FIG. 1 is a cross-sectional view of a railcar 100 according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view of the railcar 100 taken along a line II-II in FIG.

  The cutting line in FIG. 1 corresponds to the II line in FIG. In FIG. 1, for easy understanding, the height dimension (the vertical dimension in FIG. 1) of the supply duct 51 and the recovery duct 54 is reduced, and the supply duct 51 is illustrated above the recovery duct 54. Yes.

  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 watertight panel 3, a heat insulating material 4, a living room E 1, an interior panel 2, partition walls 6 and 7, a circulation duct 5, and an air conditioner 1.

  As shown in FIGS. 1 and 2, the watertight panel 3 is a member constituting the outer wall of the vehicle body B, and is disposed so as to surround a living room E <b> 1 described later. 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 of the watertight panel 3 (residential room E1 side) as shown in FIGS. Yes. Thus, according to the railway vehicle 100 of this embodiment, since the heat insulating material 4 is arrange | positioned in the surface inside the watertight panel 3 (interior panel 2 side), the heat insulation effect (namely, inner wall panel) of the living room E1. 2 and the effect of suppressing heat transfer between the living room E1 and the outside of the vehicle via the watertight panel 3 can be ensured.

  In addition, even when warm air B flows in the wall space S in a state where the watertight panel 3 is cooled by cool air outside the vehicle, the temperature difference is alleviated by the heat insulating material 4 and the inside of the watertight panel 3 (of the heat insulating material) It is possible to prevent condensation on the surface).

  Since the heat insulating material 4 is made thinner than the opposing space between the above-described watertight panel 3 and an interior panel 2 (a member defining the living room E1) described later, the breaker 4 and the interior panel 2 A predetermined space is formed between the two, and this space is defined as a wall space S. As shown in FIG. 2, the inner wall space S includes a ceiling wall inner space S <b> 1 formed as a space between a ceiling panel 21 and a heat insulating material 4 to be described later, a side panel 22 and a heat insulating material 4 to be described later. It is comprised from the side wall space S2 formed as space between, and the floor wall space S3 formed as space between the floor panel 23 and the heat insulating material 4 mentioned later.

  A ceiling duct 53 of a circulation duct 5 to be described later is disposed in the ceiling wall inner space S1, and a part of a vertical supply duct 52 and a recovery duct 54 of the circulation duct 5 to be described later are arranged in the side wall inner space S2. In the floor wall inner space S3, a part of a recovery duct 54 of the circulation duct 5 and a supply duct 51 of the circulation duct 5 described later are disposed.

  In addition, there is a gap sufficient for air B to circulate between the circulation duct 5 (the supply duct 51, the vertical supply duct 52, the ceiling duct 53, and the recovery duct 54), which will be described later, and the heat insulating material 4 and the interior panel 2. Is formed. Therefore, the air B can flow through the gap in the wall space S.

  As shown in FIGS. 1 and 2, the living room E <b> 1 is a space formed inside the vehicle body B, and a ceiling surface, side surfaces, and a floor surface are surrounded by a watertight panel 3 described later. In addition, an interior panel 2 and partition walls 6 and 7, which will be described later, are arranged in the residence room E1, and the residence room E1 is configured as a passenger's residence room, and a passenger door is installed, and a passenger door is installed. It is divided into a deck E13 used as a landing and a washroom room E14 used for preparing the dress.

  As shown in FIG. 1, the cabin E12 includes a plurality of seats E2 for passengers to sit on, a load shelf E3 that protrudes from a side panel 22 of the interior panel 2 described later, and on which luggage is placed, and its load. Located below the 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 a side panel 22 of the interior panel 2 described later. And a plurality of windows E4.

  The interior panel 2 is disposed above the cargo rack E3, is mounted with a lighting device 70 and forms a ceiling surface of the living room E1, and the ceiling interior panel 21 is disposed to face the ceiling interior panel 21, and the living room E1. The floor panel 23 that forms the floor surface of the vehicle, and the ceiling interior panel 21 and the floor panel 23 are connected to each other and are provided with four side panels 22 that are disposed on both sides, front and rear of the seat E2. Yes. The detailed configuration of the interior panel 2 and the configuration of the lighting device 70 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 the side panel 22 and the partition wall 6, a deck E13 between the partition wall 6 and the partition wall 7, and the partition wall 7 and others ( A toilet room E14 is formed between each side panel 22 on the left side of FIG.

  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, and these guest room partition panel 6a and 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 The partition panel 7b is disposed to face the partition panel 7b at a predetermined interval.

  The circulation duct 5 is a member configured in a cylindrical shape that guides the conditioned air A circulated by the air conditioner 1 described later and the air B sucked out from the passenger cabin E12. As shown in FIGS. A supply duct 51, a vertical supply duct 52, a ceiling duct 53, and a recovery duct 54 are provided.

  As shown in FIG. 2, the supply duct 51 is a member that supplies conditioned air A supplied from the air conditioner 1 to a vertical supply duct 52 that is arranged side by side in the front-rear direction of the railway vehicle 100. 23 and the heat insulating material 4.

  As shown in FIG. 2, the vertical supply duct 52 guides the conditioned air A supplied from the supply duct 51 to the upper side of the railway vehicle 100, and the guided conditioned air A is placed between the cargo rack E3 and the window E4. 2 is a member that is supplied to the living room E1 from the bottom shelf outlet 22b and the window side outlet 22c, and is disposed between the side panel 22 and the heat insulating material 4 as shown in FIG. Yes.

  The ceiling duct 53 is a member for sucking out the air B from the ceiling wall inner space S1, and is disposed between the ceiling interior panel 21 and the heat insulating material 4 as shown in FIG. 1 and FIG. It is configured as a cylindrical body having a rectangular shape, and a plurality of through holes 55 are formed on both side surfaces thereof.

  Therefore, the air B in the ceiling duct 53 is sucked out by the hot air recovery fan 15 to be described later, whereby the air B in the ceiling wall inner space S1 can be sucked from the through hole 55 and the opening at the tip of the ceiling duct 53. Thereby, the air B staying in the ceiling wall space S1, for example, hot air in summer or cold air in winter, is converted into conditioned air A in the cabin E12 (that is, air whose temperature and humidity are adjusted by the air conditioner 1). Can be replaced.

  Thereby, the surface temperature of the ceiling interior panel 21 can be brought close to the temperature of the conditioned air A of the cabin E12, that is, the room temperature, so that the effect of air conditioning in the cabin E12 is achieved by the radiant heat brought from the surface of the ceiling interior panel 21. It is possible to suppress passenger damage and improve passenger comfort.

  Further, for example, the air B warmed inside the wall space S rises inside the wall space S, so the warm air B gathers in the ceiling wall space S1. When the warmed air B is retained in the ceiling wall space S1, the ceiling interior panel 21 is warmed by the warmed air B. As a result, heat is transferred from the ceiling interior panel 21 by radiation, and passenger comfort is impaired.

  In particular, since the ceiling interior panel 21 is a portion of the interior panel 2 close to the passenger's head, when the ceiling interior panel 21 is warmed, the passenger's head is warmed, which has a great influence on passengers.

  On the other hand, in the present embodiment, since the ceiling duct 53 sucks the air B in the ceiling wall inner space S1, the pressure in the ceiling wall inner space S1 becomes lower than that of the passenger room E12, and a cargo rack upper suction port described later The conditioned air A of the guest room E12 is sucked into the ceiling wall space S1 between the ceiling interior panel 21 and the heat insulating material 4 from 22a and a ceiling suction port 21a described later. Therefore, since the air B can be ventilated before the air B in the ceiling wall space S1 is heated, it is possible to prevent the air B in the ceiling wall space S1 from warming and the ceiling interior panel 21 from being warmed. it can. As a result, it is possible to prevent passengers from experiencing temperature changes due to the radiant heat of the ceiling interior panel 21 and maintain passenger comfort.

  In addition, the ceiling duct 53 is configured as a cylindrical body having a rectangular cross-sectional view, and a plurality of through holes 55 are formed on both side surfaces thereof, so that the ceiling duct 53 is configured as a cylindrical body having a circular cross-sectional view. Since the through-hole 55 can be disposed on a plane as compared with the above, when cutting and machining with a drill or the like, it is possible to reduce the core blur of the drill and improve the machining accuracy.

  Here, with conventional railway vehicles, when hot air in the summer or cold air in the winter stays in the space behind the ceiling, the effect of air conditioning in the cabin is suppressed from being radiated from the surface of the ceiling interior panel Therefore, it is necessary to provide a heat insulating material on the back surface of the ceiling interior panel, and there is a problem that the material cost increases. On the other hand, according to the railway vehicle 100 in the present embodiment, as described above, by introducing the conditioned air A, the air B staying in the ceiling wall space S1 is replaced, and the surface temperature of the ceiling interior panel 21 Therefore, it is possible to omit the provision of a heat insulating material on the back surface of the ceiling interior panel 21, and as a result, the material cost can be reduced.

  Further, as shown in FIG. 1, in railway vehicle 100 according to the present embodiment, a plurality of through holes 55 are provided at predetermined intervals in the front-rear direction (lateral direction in FIG. 1) of railway vehicle 100 on both side surfaces of ceiling duct 53. It is formed so as to penetrate.

  For example, the conventional railway vehicle cannot uniformly ventilate the wall space S having a long longitudinal dimension. In contrast, according to the railway vehicle 100 of the present embodiment, as shown in FIG. 1, the through holes 55 are maintained in the ceiling duct 53 in the front-rear direction of the railway vehicle 100 (the left-right direction in FIG. 1) at a predetermined interval. Since it is formed so as to penetrate, the air B can be uniformly sucked out of the ceiling wall inner space S1.

  That is, the ceiling wall space S1 can be uniformly ventilated. As a result, the temperature on the cabin E12 side of the ceiling interior panel 21 can be made uniform. Furthermore, by making the amount of heat transfer between the living room E1 and the wall space S uniform, the air temperature of the living room E1 can be made uniform.

  Moreover, according to the railway vehicle 100 in the present embodiment, the cross-sectional area of the ceiling duct 53 (corresponding to the cross-sectional area cut along a plane perpendicular to the longitudinal direction of the ceiling duct 53, the “flow-path cross-sectional area” according to claim 2). ) Is formed to be larger as the cross-sectional area of the portion on the side from the through hole 55 toward the hot air recovery fan 15 (corresponding to the “downstream side in the flow direction” according to claim 2 on the left side in FIG. 1).

  For example, if the cross-sectional area of the ceiling duct 53 is constant between the through hole 55 and the hot air recovery fan 15, the one through hole 55 has a space between the one through hole 55 and the hot air recovery fan 15. Since air B flows in from the other through-holes 55 formed, the pressure gradient inside the ceiling duct 53 (the degree of pressure difference between upstream and downstream in the flow direction) increases (from the hot air recovery fan 15). The further away, the lower the pressure for suction.)

  Therefore, the amount of the air B sucked into the ceiling duct 53 from one through hole 55 to the ceiling duct 53 from another through hole 55 formed closer to the hot air recovery fan 15 than the one through hole 55. Compared to the amount of air B sucked. As a result, the amount of air B sucked into the ceiling duct 53 becomes uneven in the front-rear direction (the left-right direction in FIG. 1) of the railway vehicle 100, resulting in a problem that air conditioning efficiency deteriorates.

  On the other hand, in the present embodiment, the cross-sectional area of the ceiling duct 53 (corresponding to the cross-sectional area cut along a plane orthogonal to the longitudinal direction of the ceiling duct 53, corresponding to the “flow-path cross-sectional area” according to claim 2). Is formed larger as the cross-sectional area of the portion on the side from the through hole 55 toward the hot air recovery fan 15 (corresponding to the “downstream side in the flow direction” in FIG. 1, left side of FIG. 1). The pressure gradient inside can be reduced. As a result, the air conditioning efficiency of the railway vehicle 100 can be ensured by making the amount of the air B sucked into the ceiling duct 53 uniform in the longitudinal direction of the railway vehicle 100 (the left-right direction in FIG. 1).

  The recovery duct 54 is a member that guides the air B recovered via a hot air recovery fan 15 described later to the inside air circulation fan 13 disposed below the railway vehicle 100. The recovery duct 54 is connected to the cabin E12, the deck E13, and the toilet room E14, and collects the conditioned air A of the entire living room E1.

  The air conditioner 1 is a device for supplying the conditioned air A to the living room E1 and collecting or discharging the conditioned air A from the living room E1, and as shown in FIG. 1, an outside air blower fan 11 and an inside air circulation fan. 13, a hot air recovery fan 15, and a heat exchanger 17.

  The outside air blowing fan 11 is a fan that sends air outside the vehicle of the railway vehicle 100 to the living room E1, and supplies air outside the vehicle of the railway vehicle 100 to a heat exchanger 17, which will be described later, as shown in FIG. The inside air circulation fan 13 is a fan that circulates the conditioned air A into the living room E1 and discharges the conditioned air A to the outside of the railway vehicle 100, and is connected to the recovery duct 54. The inside air circulation fan 13 recovers the conditioned air A via the recovery duct 54, supplies the conditioned air A to the supply duct 51 via the heat exchanger 17 described later by switching a valve provided therein, It is a fan that can be appropriately selected to be discharged outside the railway vehicle 100.

  The hot air recovery fan 15 is a fan that recovers the air B accumulated in the upper part of the wall space S through the ceiling duct 53 and supplies the air B to the recovery duct 54. As shown in FIG. 54.

  The heat exchanger 17 is a device that transfers heat to the outside air and the conditioned air A sent from the outside air blowing fan 11 and the inside air circulation fan 13 to obtain the conditioned air A having a desired temperature and humidity. As shown, the outside air blower fan 11 and the inside air circulation fan 13 are connected between the supply duct 51.

  Next, the detailed configuration of the interior panel 2 and the configuration of the lighting device 70 will be described with reference to FIGS. 3 and 4. FIG. 3 is an enlarged cross-sectional view of the railway vehicle 100 shown by enlarging the portion surrounded by III in FIG. 2. In order to simplify the drawing, the ceiling interior panel 21, the watertight panel 3, and the heat insulating material 4 are all combined. The part is not shown in the figure. FIG. 4 is an enlarged cross-sectional view showing the periphery of the window E4 of the railway vehicle 100 taken along line IV-IV in FIG.

  As shown in FIG. 3, the ceiling panel 21 includes a side ceiling panel 25 that is configured to be curved and is connected to a cargo shelf surface E31 that is an upper surface of the cargo shelf E3. The side panel 22 includes an upper side panel 27 that extends from the load shelf surface E31 of the load shelf E3 toward the side ceiling panel 25 (upward in FIG. 3). The upper end of the upper panel 27 (upper end in FIG. 3) and the lower end of the side ceiling panel 25 (lower end in FIG. 3, corresponding to the “end on the cargo bed surface side” according to claim 3). .) Is opened, and the cargo shelf upper suction port 22a communicates between the wall space S and the cabin E12.

  Therefore, as described above, when the air B in the ceiling wall inner space S1 is sucked into the ceiling duct 53, the pressure in the ceiling wall inner space S1 decreases with respect to the pressure in the cabin E12. The conditioned air A in the passenger compartment E12 flows into the ceiling wall space S1 from the upper shelf 22a of the cargo rack that communicates with E12.

  The conditioned air A flowing into the ceiling wall space S1 is the conditioned air A on the upper side of the cargo rack E3, and the conditioned air A is warmed and raised in the cabin E12 and accumulated below the ceiling interior panel 21. Conditioned air A. Since the conditioned air A is accumulated below the ceiling interior panel 21, it is easy to transfer heat to the ceiling interior panel 21. Since the conditioned air A can be simultaneously sucked into the ceiling duct 53 via the ceiling wall space S1, the warmed conditioned air A is eliminated and the conditioned air A adjusted to a desired temperature is added to the ceiling interior panel. It is efficiently sent to the 21 guest room E12 side and the in-wall space S side. As a result, it is possible to prevent the ceiling interior panel 21 from being warmed, to reduce the movement of heat to the passenger due to radiation from the ceiling interior panel 21, and to ensure passenger comfort.

  Further, as shown in FIG. 3, a louver T is attached to the cargo shelf upper suction port 22a so that the cargo shelf upper suction port 22a can be opened and closed by swinging. The louver T has a shaft portion that is pivotably mounted, and includes a plate-like body that extends radially from the shaft portion. Therefore, by swinging, the plate-like body makes the cargo shelf upper suction port 22a open or closed. For example, when it is desired to give heat to passengers (when heating the cabin E12), the louver T is operated to close the cargo rack upper suction port 22a, so that the cabin interior E21 side of the ceiling interior panel 21 and the ceiling wall Heated conditioned air A and air B can be retained on the space S1 side. As a result, the ceiling interior panel 21 can be warmed, the heating effect for passengers can be improved, and the comfort can be improved.

  Next, the configuration of the illumination device 70 will be described. The lighting device 70 is a device for keeping the interior of the passenger cabin E12 bright. As shown in FIG. 3, the lighting device 70 includes a pair of fluorescent lamps 72 disposed on both sides of the above-described ceiling duct 53, and the pair of fluorescent lamps 72. And a lighting cover 74 that is attached to the ceiling interior panel 21 with a predetermined gap and is made of a translucent material. The ceiling interior panel 21 has a ceiling opening 21b at the center in the width direction of the railway vehicle 100, and a fluorescent lamp 72 is disposed inside the ceiling opening 21b. 3), the illumination cover 74 is disposed so as to cover the entire ceiling opening 21b.

  A ceiling suction port 21a is opened in the gap between the lighting cover 74 and the ceiling interior panel 21, and the ceiling suction port 21a communicates between the wall space S and the cabin E12. Therefore, as described above, when the air B in the wall space S is sucked into the ceiling duct 53, the pressure in the wall space S decreases with respect to the pressure in the cabin E12. The conditioned air A in the guest room E12 flows into the wall space S from the ceiling suction port 21a communicating with each other.

  The conditioned air A that flows into the wall space S is conditioned air A that stays above the cabin E12, and is conditioned air A that has been warmed and raised. The ceiling interior panel 21 is warmed by the conditioned air A.

  Since the conditioned air A can be simultaneously sucked into the ceiling duct 53 through the wall space S, the conditioned air A adjusted to a desired temperature is supplied to the cabin E12 side and the wall space S side of the ceiling interior panel 21. It is sent efficiently. As a result, it is possible to prevent the ceiling interior panel 21 from being warmed, to reduce the movement of heat to the passenger due to radiation from the ceiling interior panel 21, and to ensure passenger comfort.

  Further, the ceiling suction port 21a is formed between the lighting cover 74 and the ceiling interior panel 21, and the fluorescent lamp 72 is installed in the space between the ceiling suction port 21a and the ceiling duct 53. The conditioned air A sucked into the ceiling duct 53 through the ceiling suction port 21 a hits the fluorescent lamp 72 and the illumination cover 74.

  Therefore, the heat of the fluorescent lamp 72 and the heat of the illumination cover 74 heated by the fluorescent lamp 72 can be taken away. As a result, by preventing the temperature rise of the ceiling interior panel 21 and the temperature rise of the lighting cover 74 due to the heat generated by the fluorescent lamp 72, the movement of heat to the passenger due to the radiation from the ceiling interior panel 21 and the lighting cover 74 is reduced. Passenger comfort can be ensured.

  In addition, as shown in FIG. 3, a louver T is attached to the ceiling suction port 21a to open and close the ceiling suction port 21a in the same manner as the cargo shelf upper suction port 22a. Therefore, when it is desired to give heat to the passenger (when heating the cabin E12), the conditioned air A heated to the cabin E12 side and the wall space S side of the ceiling interior panel 21 by closing the ceiling inlet 21a. And air B can be retained. As a result, the ceiling interior panel 21 can be warmed, the heating effect for passengers can be improved, and the comfort can be improved.

  As shown in FIG. 4, the interior panel 2 is formed with a window-side outlet 22 c and a roll curtain inlet 22 d. The window-side outlet 22c is configured as an opening for supplying conditioned air A to the window E4, and extends along the width direction of the window E4 (the front-rear direction of the railway vehicle 100) at the upper portion of the window E4. Has been.

  The window-side outlet 22c has an opening facing the lower side of the railway vehicle 100, and sends conditioned air A to the cabin E12 along the window E4. The window outlet 22c extends beyond the window E4 in the width direction of the window E4 in a side view (viewed in the direction perpendicular to the paper surface in FIG. 1). Therefore, the conditioned air A can be sent out in the entire width direction of the window E4 (the front-rear direction of the railway vehicle 100).

  The roll curtain suction port 22d is an opening for removing the conditioned air A warmed by the window E4, and is formed below the window side outlet 22c (lower side in FIG. 4) and above the window E4. Therefore, it is possible to prevent the conditioned air A sent from the window side outlet 22c from being directly sucked.

  Further, as shown in FIG. 4, a connecting surface 22g configured as a curved curved surface on the cabin E12 side (right side in FIG. 4) is formed between the roll curtain suction port 22d and the window side air outlet 22c. By guiding the conditioned air A discharged from the window side outlet 22c along the connecting surface 22g, the conditioned air A is blown away (the distance at which the conditioned air A sent out from the window side outlet 22c can maintain the momentum of sending). Is secured. Therefore, the conditioned air A can be sent to the lower side of the window E4. As a result, since an air curtain can be formed between the window E4 and the passenger in the passenger room E12, the conditioned air A heated in the window E4 can be prevented from reaching the passenger in the guest room E12.

  Further, as shown in FIG. 4, the roll curtain suction port 22 d has an opening facing downward in the railway vehicle 100, and sucks conditioned air A in contact with the window E <b> 4 into the wall space S. Further, the roll curtain suction port 22d extends beyond the window E4 in the width direction of the window E4 in a side view (viewed in the vertical direction in FIG. 1). Therefore, the conditioned air A warmed by the window E4 can be removed from the entire width direction of the window E4 (the longitudinal direction of the railway vehicle 100).

  Therefore, since the conditioned air A in the area close to the window E4 is removed, the conditioned air A flows toward the window E4. Therefore, since the conditioned air A sent out from the window side outlet 22c along the window E4 is guided to the window E4 side, the window E4 can be brought close to the temperature of the conditioned air A in the passenger room E12. As a result, it is possible to prevent heat from being transmitted to the passenger by radiation from the window E4, thereby preventing a change in passenger's sensible temperature and improving comfort.

  On the other hand, when the air temperature outside the vehicle is lower than the temperature of the conditioned air A in the passenger room E12 (when the cool conditioned air A is to be excluded from the guest room E12), the conditioned air A whose roll curtain inlet 22d is cooled by the window E4 is used. By removing it, it is possible to prevent a cold draft (cooled air descending along the window) from the window E4. As a result, it is possible to improve comfort by preventing the passenger from receiving cold air.

  Further, inside the roll curtain suction port 22d, as shown in FIG. 4, a roll curtain K is provided that blocks between the window E4 and the passenger by winding the curtain. The roll curtain suction port 22d is divided into an outer suction port 22e and an inner suction port 22f.

  The outer suction port 22e is configured as an opening formed on the outer side of the roll curtain K (the window E4 side, the left side of FIG. 4), and the inner suction port 22f is the inner side of the roll curtain K (the opposite side of the window E4, the right side of FIG. 4). ) Formed as an opening.

  For example, when the temperature of the air outside the vehicle is higher than the temperature of the conditioned air A in the cabin E12 (when it is desired to exclude the warm conditioned air A from the cabin E12), if the roll curtain K is closed, The roll curtain K is warmed. Therefore, there is a problem in that the passenger's sensible temperature rises due to the movement of heat to the passenger due to radiation from the roll curtain K. In addition, there is a problem that the roll curtain K warms the conditioned air A of the guest room E12 and the passenger is exposed to warm air.

  In contrast, in the present embodiment, the conditioned air A is sucked in along the side surface of the roll curtain K on the window E4 side by the outer suction port 22e. Take away the temperature rise. As a result, the movement of heat to the passenger due to the radiation from the roll curtain K can be reduced, and an increase in the passenger's sensible temperature can be prevented.

  Further, since the conditioned air A is sucked along the side surface of the roll curtain K on the side of the guest room E12 by the inner suction port 22f, the conditioned air A from the guest room E12 takes the heat of the roll curtain K and suppresses the temperature rise. As a result, the movement of heat to the passenger due to the radiation from the roll curtain K can be reduced, and an increase in the passenger's sensible temperature can be prevented.

  In addition, since the conditioned air A is sucked along the side surface of the roll curtain K on the cabin E12 side, the conditioned air A heated by the roll curtain K is sucked out from the cabin E12 to prevent an increase in the air temperature in the cabin E12 and to the passengers. It is possible to prevent the warm conditioned air A from being hit.

  In addition, when the air temperature outside the vehicle is lower than the temperature of the conditioned air A in the cabin E12 (when heating), the air temperature outside the vehicle is higher than the temperature of the conditioned air A in the cabin E12 (when cooling). On the other hand, the only difference is that the conditioned air A is cooled by the roll curtain K, and the conditioned air A that has been cooled can be replaced with the conditioned air A inside the cabin E12.

  In addition, when the air temperature outside the vehicle is lower than the temperature of the conditioned air A in the passenger room E12 (when heating), the heat from radiation from the window E4 cooled by the outside air rather than heating the roll curtain K by sunlight. It is assumed that the temperature of the roll curtain K becomes lower than that of the conditioned air A of the guest room E12 due to the movement of.

  Further, when the air temperature outside the vehicle is lower than the temperature of the conditioned air A in the cabin E12 (when heating), the roll curtain K is warmed by sunlight, and the temperature of the roll curtain K is higher than the temperature of the conditioned air A in the cabin E12. When the temperature becomes high, heating efficiency can be improved by stopping the suction of the conditioned air A through the roll curtain suction port 22d.

  For example, a louver T attached to the ceiling suction port 21a may be attached to the roll curtain suction port 22d, and a lever for mechanically switching the direction of the louver T may be provided on the upper portion of the window E4.

  Alternatively, a sensor for measuring the temperature of the conditioned air A flowing through the outer suction port 22e and the inner suction port 22f may be provided, and the louver T may be driven by the driving force of the motor to open and close depending on the temperature difference. In this case, when the temperature of the conditioned air A flowing through the outer suction port 22e is higher than the temperature of the conditioned air A flowing through the inner suction port 22f, the temperature of the roll curtain K becomes higher than the temperature of the conditioned air A of the passenger cabin E12. The roll curtain suction port 22d may be closed by switching the direction of the louver T.

  When the roll curtain K is rolled up, the roll-up portion is thickened by the cloth that has been rolled up. By increasing the thickness, the cross-sectional areas of the outer suction port 22e and the inner suction port 22f are decreased. When the roll curtain K is lowered, the thickness of the scraping portion is reduced. By reducing the thickness, the cross-sectional area of the outer suction port 22e and the inner suction port 22f increases. On the other hand, when the roll curtain K is down, the airflow passing through the outer suction port 22e It flows through a narrow channel between the window frame. By this action, the narrowest channel cross-sectional area of the airflow passing through the roll curtain suction port 22d is kept constant regardless of whether the roll curtain K is opened or closed. This means that regardless of whether the roll curtain K is opened or closed, the balance of the amount of air passing through the ceiling suction port 21a, the cargo rack upper suction port 22a, and the roll curtain suction port 22d is kept constant.

  The mechanism of making the flow passage cross-sectional area of the outer suction port 22e and the inner suction port 22f variable by going up and down is to increase the thickness of the tip of the curtain in addition to the above-described mechanism based on the thickness of the scraping part. In a state where the tip portion is raised, the outer suction port 22e and the inner suction port 22f are partially blocked. Similarly, when the plate-shaped shading panel adopts a curtain that opens and closes a window opening like a sliding door, the panel stored in the upper part of the window partially covers the flow path between the upper side panel 27 and the heat insulating material 4. This is brought about by the closure.

  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.

  Moreover, although the case where the hot air collection | recovery fan 15 was connected to the ceiling duct 53 was demonstrated in 1st Embodiment, it is not necessarily restricted to this, It is good also as a structure which abbreviate | omitted the hot air collection | recovery fan 15. .

  In this case, if the ceiling duct 53 is connected to the recovery duct 54 that recovers air from the deck E13 and the toilet room E14, the interior of the ceiling duct 53 is generated by the exhaust force of the internal air circulation fan 13 connected to the recovery duct 54. Air B is discharged outside the vehicle. Therefore, the same effect as the present embodiment can be obtained.

  Although the window is described as having a roll curtain K, it can be implemented as a panel-type light-shielding plate without any change. In addition, the curtain may be opened and closed horizontally.

  In addition, the recovery duct 54 is connected to the cabin E12, the deck E13, and the toilet toilet room E14. However, the recovery duct 54 is connected to the passenger cabin E12 and the deck E13, and the toilet toilet room E14 is separated from the recovery duct 54. It may be connected outside the vehicle by a route. That is, air may be circulated through two paths. In this case, it is possible to prevent dirty air (smelled air) from the toilet room E14 from flowing into the cabin E12 and the deck E13.

  Furthermore, only the passenger room E12 may be connected to the recovery duct 54, and the washroom room E14 and the deck E13 may be connected to the outside of the vehicle as separate routes. That is, air may be circulated through three paths. In this case, since the air circulation can be performed independently in the guest room E12, the deck E13, and the toilet room E14, it is difficult to be affected by the odor of the air and the temperature difference of the air between the rooms.

  Moreover, it is good also as a structure which attached the louver T to at least one of the outer side inlet port 22e or the inner side inlet port 22f. In this case, the louver T is swung so that at least one of the outer suction port 22e and the inner suction port 22f is closed, for example, warm air staying in the vicinity of the window E4 is heated during the heating. It can suppress that it is substituted by the air of the other area | region inside. Thereby, the air-conditioning effect in the passenger compartment E12 can be enhanced by the radiant heat generated from the surface of the window E4, and as a result, passenger comfort can be improved.

100 Railway Vehicle 1 Air Conditioner 3 Watertight Panel 4 Heat Insulating Material 13 Inside Air Circulating Fan (Part of Exhaust Means)
15 Hot air recovery fan (part of discharge means)
21 Ceiling interior panel 25 Side ceiling panel 21a Ceiling suction port (part of the ventilation port, lighting ventilation port)
21b Ceiling opening (part of ventilation opening, opening for lighting)
22a Cargo shelf upper air inlet (part of the air vent, cargo shelf vent)
22c Window side air outlet (air outlet)
22d Roll curtain inlet (window vent)
22e Outside suction port (part of window vent)
22f Inner inlet (part of window vent)
53 Ceiling duct (duct member)
54 Recovery duct 55 Through hole (opening)
72 Fluorescent lamp (lighting fixture)
74 Lighting cover A Conditioned air B Air E12 Guest room E13 Deck E14 Washroom toilet E3 Loading shelf E4 Window (window glass)
S1 Ceiling wall space (ceiling space)

  The present invention relates to a railway vehicle, and more particularly to a railway vehicle that can improve passenger comfort by suppressing the influence of radiant heat generated from the surface of a ceiling interior panel that forms the ceiling of a passenger cabin.

  In a conventional railway vehicle, conditioned air adjusted in temperature and humidity is generated by an air conditioner, and the generated conditioned air is blown downward from, for example, a blow-out opening opened in a ceiling portion of a guest room, or on a floor. It was comprised so that air conditioning of a guest room might be performed by blowing upwards from the opened blower outlet (patent documents 1 and 2).

JP 2008-049984 A (for example, FIG. 2) Japanese Patent Laying-Open No. 2005-225266 (for example, FIG. 5)

  However, in the above-described conventional railway vehicle, the ceiling structure has a structure that has a space behind the ceiling between the ceiling interior panel and the watertight panel. For example, hot air stays in the space behind the ceiling in summer. Therefore, the surface temperature of the ceiling interior panel rises, and the radiant heat generated from the surface of the ceiling interior panel impairs the cooling effect in the cabin. In particular, since the ceiling interior panel has a large area and a large viewing angle when viewed from the passenger, the effect of the radiant heat on the passenger's thermal feeling is great. Similarly, in winter, cold air stays in the space behind the ceiling, which lowers the surface temperature of the ceiling interior panel, and the negative radiant heat generated from the surface of the ceiling interior panel has the effect of heating in the cabin. Damage. As a result, there has been a problem that passenger comfort during cooling or heating is impaired.

  The present invention has been made to solve the above-described problems, and it is possible to improve passenger comfort by suppressing the influence of radiant heat generated from the surface of the ceiling interior panel that forms the ceiling of the cabin. The purpose is to provide a train that can be used.

In order to achieve this object, the railway vehicle according to claim 1 is provided with an air conditioner for supplying conditioned air to a guest room, a ceiling interior panel that forms a ceiling of the guest room, and an outside of the ceiling interior panel. A ceiling back formed as a space between the ceiling interior panel and the watertight panel, comprising: a watertight panel that keeps watertight in the cabin; and a heat insulating material that is disposed on an inner surface of the watertight panel and has a heat insulating function. Exhaust means for exhausting the air in the space to the outside of the passenger compartment, a ventilation opening for communicating the ceiling back space with the passenger compartment, and lighting the passenger compartment through the lighting opening of the ceiling interior panel disposed in the ceiling back space And a lighting cover made of a translucent material that covers the daylighting opening of the ceiling interior panel, and the ventilation cover has the lighting cover and the ceiling interior panel connected in series. position Together formed communicating the ceiling space in said room comprises an illumination vents.

Railway vehicle according to claim 2, wherein, in a railway vehicle according to claim 1 Symbol placement, a window glass disposed on a side surface of the room, the conditioned air supplied from the air conditioning system located on the top of the window glass An air outlet that blows downward, and the air vent is located above the window glass and located closer to the window glass than the air outlet, and communicates the ceiling space with the cabin. A vent is provided.

Railway vehicle according to claim 3 wherein, said in a railway vehicle according to claim 2, comprising a winding shaft and a roll curtain is wound into a roll on the outer peripheral portion of the winding shaft, the drawn roll curtain A curtain mechanism that shields the window glass, the curtain mechanism is disposed inside the window ventilation opening, and the window ventilation opening is disposed on the window glass side by a roll curtain that is drawn out of the curtain mechanism and hangs down. It is divided into a flow path and a flow path on the cabin side.

  According to the railway vehicle according to claim 1, the discharge means for discharging the air in the ceiling back space formed as a space between the ceiling interior panel and the watertight panel to the outside of the passenger cabin, and the ventilation opening for communicating the ceiling back space with the passenger cabin. As the air in the ceiling space is exhausted to the outside of the cabin by the exhaust means, the air in the cabin is moved from the cabin to the ventilation opening by the amount of the air exhausted from the ceiling space to the outside of the cabin. It can be introduced into the ceiling space via. Thereby, the air staying in the ceiling space, for example, hot air in summer or cold air in winter can be replaced with air in the cabin (that is, conditioned air whose temperature and humidity are adjusted by the air conditioner).

  As a result, the surface temperature of the ceiling interior panel that forms the ceiling of the guest room can be brought close to the temperature of the air in the guest room, that is, the room temperature. Therefore, the effect of air conditioning in the guest room due to the radiant heat generated from the surface of the ceiling interior panel is achieved. There is an effect that it is possible to suppress the damage and improve the comfort of passengers.

  Here, with conventional railway vehicles, when hot air in the summer or cold air in the winter stays in the space behind the ceiling, the effect of air conditioning in the cabin is suppressed from being radiated from the surface of the ceiling interior panel Therefore, it is necessary to provide a heat insulating material on the back surface of the ceiling interior panel, which increases the material cost. On the other hand, according to the railway vehicle of the present invention, as described above, by introducing the air in the cabin, the air staying in the ceiling space is replaced, and the surface temperature of the ceiling interior panel is brought close to the room temperature of the cabin. Therefore, it is possible to omit providing the heat insulating material on the back surface of the ceiling interior panel, and as a result, there is an effect that the material cost can be reduced.

In addition , a lighting vent is provided at the position where the lighting cover and the ceiling interior panel are connected, and the ceiling back space communicates with the guest room via the lighting vent. Air in the guest room is introduced into the ceiling back space. In this case, the air in the vicinity of the lighting cover can be introduced into the ceiling space through the lighting vent, so that the air in the vicinity of the lighting panel can be replaced with the air in other areas in the cabin. .

  As described above, warm air stays in the vicinity of the ceiling in the cabin during cooling. Particularly, in the vicinity of the lighting panel, the lighting fixture serves as a heat source, and the temperature of the air near the ceiling is further increased by the heat generation. The stagnation of the warm air raises the temperature of the lighting cover and the ceiling interior panel, and the radiant heat generated from the surface of the lighting cover and the ceiling interior panel impairs the effect of the air conditioning in the passenger compartment, thereby improving passenger comfort. There is a problem that it decreases.

  On the other hand, according to the railway vehicle of the present invention, as described above, the warm air in the vicinity of the lighting cover is replaced with the air in the other area of the cabin (that is, the cold air whose temperature and humidity are adjusted by the air conditioner). Therefore, the surface temperature of the lighting cover and the ceiling interior panel can be lowered. As a result, there is an effect that the comfort of passengers can be improved by suppressing the effect of the air conditioning in the cabin from being impaired by the radiant heat generated from the surfaces of the lighting cover and the ceiling interior panel.

According to the railway vehicle according to claim 2, in addition to the effects of the railway vehicle according to claim 1 Symbol placement, the window vents provided in the upper portion of the window glass, communicating the ceiling space in the room through the window vent When introducing the air in the guest room into the ceiling back space, the air in the vicinity of the window glass can be introduced into the space behind the ceiling through the window vent. Can be replaced with air from other areas in the room.

  Here, for example, during cooling, the temperature of the window glass is generally higher than the air in the cabin due to the heat received from the air outside the vehicle and the heat received from the sun. On the other hand, at the time of heating, the temperature of the window glass is lower than that of the air in the cabin due to heat being taken away from the vehicle. For this reason, there is a problem that the effect of air conditioning in the cabin is impaired by the radiant heat generated from the surface of the window glass, and passenger comfort is reduced.

  Further, during heating, there is a problem that the air that has been cooled and heavier in the vicinity of the window glass descends and flows over the floor and spreads to the cabin (so-called cold draft).

  On the other hand, according to the railway vehicle of the present invention, as described above, the air in the vicinity of the window glass (air having a temperature higher or lower than the air in the cabin) is changed to the temperature in the other area of the cabin (that is, by the air conditioner). Therefore, the surface temperature of the window glass can be brought close to the temperature of the air in the cabin, that is, room temperature. As a result, there is an effect that the comfort of passengers can be improved by suppressing the effect of air conditioning in the cabin from being impaired by the radiant heat generated from the surface of the window glass.

  In addition, the air in the vicinity of the window glass can be replaced with the air in the cabin before the air drops in the vicinity of the window glass due to being cooled and heavy, so that the so-called cold draft can be suppressed. effective.

  Furthermore, according to the vehicle control device of the present invention, the air outlet that blows the conditioned air supplied from the air conditioner downward is disposed at the upper portion of the window glass, and the window vent is located at the window rather than the air outlet. Since it is arranged on the glass side, there is an effect that the temperature of the window glass and the temperature of the air in the ceiling space can be effectively brought close to the temperature of the air in the cabin.

  That is, since the window vent is located on the side of the window glass from the outlet, when the air near the window glass is sucked from the window vent, the flow of air sucked into the window vent (upflow) Since the air flowing down from the air outlet (that is, conditioned air supplied from the air conditioner) is taken in, the conditioned air supplied from the air conditioner (that is, air having a temperature closer to the target temperature than the air in the cabin) is changed. After passing through the window glass, it can be sucked into the window vent.

  Thereby, the temperature of the window glass can be effectively brought close to the temperature of the cabin air by using the conditioned air blown from the outlet (that is, the air having a temperature closer to the target temperature than the cabin air). it can. Further, by introducing such conditioned air into the ceiling space, the temperature of the air in the ceiling space can be effectively brought close to the temperature of the air in the cabin. As a result, it is possible to suppress the effect of air conditioning in the passenger cabin from being impaired by the radiant heat generated from the surface of the window glass and the surface of the ceiling interior panel, thereby improving passenger comfort.

According to the railway vehicle of the third aspect , in addition to the effect achieved by the railway vehicle according to the second aspect, there is an effect that the balance of the air volume at the window vents can be kept constant. That is, when the roll curtain is wound around the outer periphery of the winding shaft, the outer diameter of the winding portion is increased, so that the flow passage cross-sectional area of the window ventilation opening is reduced accordingly. On the other hand, when the roll curtain is pulled out, the outer diameter of the wind-up part is reduced, so that the flow passage cross-sectional area of the window vent becomes larger, but in this case, the flow path on the window glass side of the window vent Since the roll curtain covers the window glass, the air passing through the narrow flow path between the roll curtain and the window frame is circulated. Thereby, regardless of the open / closed state of the roll curtain, the flow path cross-sectional area of the window vent (that is, the total flow cross-sectional area of the flow path on the window glass side and the flow path on the cabin side divided by the roll curtain) It is possible to keep the balance of the air volume of the window vents constant.

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 portion surrounded by III in FIG. 2 is enlarged. It is the expanded sectional view which expanded and showed the window part periphery of the rail vehicle in the IV-IV line of FIG.

  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 FIGS. 1 and 2. FIG. 1 is a cross-sectional view of a railcar 100 according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view of the railcar 100 taken along a line II-II in FIG.

  The cutting line in FIG. 1 corresponds to the II line in FIG. In FIG. 1, for easy understanding, the height dimension (the vertical dimension in FIG. 1) of the supply duct 51 and the recovery duct 54 is reduced, and the supply duct 51 is illustrated above the recovery duct 54. Yes.

  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 watertight panel 3, a heat insulating material 4, a living room E 1, an interior panel 2, partition walls 6 and 7, a circulation duct 5, and an air conditioner 1.

  As shown in FIGS. 1 and 2, the watertight panel 3 is a member constituting the outer wall of the vehicle body B, and is disposed so as to surround a living room E <b> 1 described later. 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 of the watertight panel 3 (residential room E1 side) as shown in FIGS. Yes. Thus, according to the railway vehicle 100 of this embodiment, since the heat insulating material 4 is arrange | positioned in the surface inside the watertight panel 3 (interior panel 2 side), the heat insulation effect (namely, inner wall panel) of the living room E1. 2 and the effect of suppressing heat transfer between the living room E1 and the outside of the vehicle via the watertight panel 3 can be ensured.

  In addition, even when warm air B flows in the wall space S in a state where the watertight panel 3 is cooled by cool air outside the vehicle, the temperature difference is alleviated by the heat insulating material 4 and the inside of the watertight panel 3 (of the heat insulating material) It is possible to prevent condensation on the surface).

  Since the heat insulating material 4 is made thinner than the opposing space between the above-described watertight panel 3 and an interior panel 2 (a member defining the living room E1) described later, the breaker 4 and the interior panel 2 A predetermined space is formed between the two, and this space is defined as a wall space S. As shown in FIG. 2, the inner wall space S includes a ceiling wall inner space S <b> 1 formed as a space between a ceiling panel 21 and a heat insulating material 4 to be described later, a side panel 22 and a heat insulating material 4 to be described later. It is comprised from the side wall space S2 formed as space between, and the floor wall space S3 formed as space between the floor panel 23 and the heat insulating material 4 mentioned later.

  A ceiling duct 53 of a circulation duct 5 to be described later is disposed in the ceiling wall inner space S1, and a part of a vertical supply duct 52 and a recovery duct 54 of the circulation duct 5 to be described later are arranged in the side wall inner space S2. In the floor wall inner space S3, a part of a recovery duct 54 of the circulation duct 5 and a supply duct 51 of the circulation duct 5 described later are disposed.

  In addition, there is a gap sufficient for air B to circulate between the circulation duct 5 (the supply duct 51, the vertical supply duct 52, the ceiling duct 53, and the recovery duct 54), which will be described later, and the heat insulating material 4 and the interior panel 2. Is formed. Therefore, the air B can flow through the gap in the wall space S.

  As shown in FIGS. 1 and 2, the living room E <b> 1 is a space formed inside the vehicle body B, and a ceiling surface, side surfaces, and a floor surface are surrounded by a watertight panel 3 described later. In addition, an interior panel 2 and partition walls 6 and 7, which will be described later, are arranged in the residence room E1, and the residence room E1 is configured as a passenger's residence room, and a passenger door is installed, and a passenger door is installed. It is divided into a deck E13 used as a landing and a washroom room E14 used for preparing the dress.

  As shown in FIG. 1, the cabin E12 includes a plurality of seats E2 for passengers to sit on, a load shelf E3 that protrudes from a side panel 22 of the interior panel 2 described later, and on which luggage is placed, and its load. Located below the 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 a side panel 22 of the interior panel 2 described later. And a plurality of windows E4.

  The interior panel 2 is disposed above the cargo rack E3, is mounted with a lighting device 70 and forms a ceiling surface of the living room E1, and the ceiling interior panel 21 is disposed to face the ceiling interior panel 21, and the living room E1. The floor panel 23 that forms the floor surface of the vehicle, and the ceiling interior panel 21 and the floor panel 23 are connected to each other and are provided with four side panels 22 that are disposed on both sides, front and rear of the seat E2. Yes. The detailed configuration of the interior panel 2 and the configuration of the lighting device 70 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 the side panel 22 and the partition wall 6, a deck E13 between the partition wall 6 and the partition wall 7, and the partition wall 7 and others ( A toilet room E14 is formed between each side panel 22 on the left side of FIG.

  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, and these guest room partition panel 6a and 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 The partition panel 7b is disposed to face the partition panel 7b at a predetermined interval.

  The circulation duct 5 is a member configured in a cylindrical shape that guides the conditioned air A circulated by the air conditioner 1 described later and the air B sucked out from the passenger cabin E12. As shown in FIGS. A supply duct 51, a vertical supply duct 52, a ceiling duct 53, and a recovery duct 54 are provided.

  As shown in FIG. 2, the supply duct 51 is a member that supplies conditioned air A supplied from the air conditioner 1 to a vertical supply duct 52 that is arranged side by side in the front-rear direction of the railway vehicle 100. 23 and the heat insulating material 4.

  As shown in FIG. 2, the vertical supply duct 52 guides the conditioned air A supplied from the supply duct 51 to the upper side of the railway vehicle 100, and the guided conditioned air A is placed between the cargo rack E3 and the window E4. 2 is a member that is supplied to the living room E1 from the bottom shelf outlet 22b and the window side outlet 22c, and is disposed between the side panel 22 and the heat insulating material 4 as shown in FIG. Yes.

  The ceiling duct 53 is a member for sucking out the air B from the ceiling wall inner space S1, and is disposed between the ceiling interior panel 21 and the heat insulating material 4 as shown in FIG. 1 and FIG. It is configured as a cylindrical body having a rectangular shape, and a plurality of through holes 55 are formed on both side surfaces thereof.

  Therefore, the air B in the ceiling duct 53 is sucked out by the hot air recovery fan 15 to be described later, whereby the air B in the ceiling wall inner space S1 can be sucked from the through hole 55 and the opening at the tip of the ceiling duct 53. Thereby, the air B staying in the ceiling wall space S1, for example, hot air in summer or cold air in winter, is converted into conditioned air A in the cabin E12 (that is, air whose temperature and humidity are adjusted by the air conditioner 1). Can be replaced.

  Thereby, the surface temperature of the ceiling interior panel 21 can be brought close to the temperature of the conditioned air A of the cabin E12, that is, the room temperature, so that the effect of air conditioning in the cabin E12 is achieved by the radiant heat brought from the surface of the ceiling interior panel 21. It is possible to suppress passenger damage and improve passenger comfort.

  Further, for example, the air B warmed inside the wall space S rises inside the wall space S, so the warm air B gathers in the ceiling wall space S1. When the warmed air B is retained in the ceiling wall space S1, the ceiling interior panel 21 is warmed by the warmed air B. As a result, heat is transferred from the ceiling interior panel 21 by radiation, and passenger comfort is impaired.

  In particular, since the ceiling interior panel 21 is a portion of the interior panel 2 close to the passenger's head, when the ceiling interior panel 21 is warmed, the passenger's head is warmed, which has a great influence on passengers.

  On the other hand, in the present embodiment, since the ceiling duct 53 sucks the air B in the ceiling wall inner space S1, the pressure in the ceiling wall inner space S1 becomes lower than that of the passenger room E12, and a cargo rack upper suction port described later The conditioned air A of the guest room E12 is sucked into the ceiling wall space S1 between the ceiling interior panel 21 and the heat insulating material 4 from 22a and a ceiling suction port 21a described later. Therefore, since the air B can be ventilated before the air B in the ceiling wall space S1 is heated, it is possible to prevent the air B in the ceiling wall space S1 from warming and the ceiling interior panel 21 from being warmed. it can. As a result, it is possible to prevent passengers from experiencing temperature changes due to the radiant heat of the ceiling interior panel 21 and maintain passenger comfort.

  In addition, the ceiling duct 53 is configured as a cylindrical body having a rectangular cross-sectional view, and a plurality of through holes 55 are formed on both side surfaces thereof, so that the ceiling duct 53 is configured as a cylindrical body having a circular cross-sectional view. Since the through-hole 55 can be disposed on a plane as compared with the above, when cutting and machining with a drill or the like, it is possible to reduce the core blur of the drill and improve the machining accuracy.

  Here, with conventional railway vehicles, when hot air in the summer or cold air in the winter stays in the space behind the ceiling, the effect of air conditioning in the cabin is suppressed from being radiated from the surface of the ceiling interior panel Therefore, it is necessary to provide a heat insulating material on the back surface of the ceiling interior panel, and there is a problem that the material cost increases. On the other hand, according to the railway vehicle 100 in the present embodiment, as described above, by introducing the conditioned air A, the air B staying in the ceiling wall space S1 is replaced, and the surface temperature of the ceiling interior panel 21 Therefore, it is possible to omit the provision of a heat insulating material on the back surface of the ceiling interior panel 21, and as a result, the material cost can be reduced.

  Further, as shown in FIG. 1, in railway vehicle 100 according to the present embodiment, a plurality of through holes 55 are provided at predetermined intervals in the front-rear direction (lateral direction in FIG. 1) of railway vehicle 100 on both side surfaces of ceiling duct 53. It is formed so as to penetrate.

  For example, the conventional railway vehicle cannot uniformly ventilate the wall space S having a long longitudinal dimension. In contrast, according to the railway vehicle 100 of the present embodiment, as shown in FIG. 1, the through holes 55 are maintained in the ceiling duct 53 in the front-rear direction of the railway vehicle 100 (the left-right direction in FIG. 1) at a predetermined interval. Since it is formed so as to penetrate, the air B can be uniformly sucked out of the ceiling wall inner space S1.

  That is, the ceiling wall space S1 can be uniformly ventilated. As a result, the temperature on the cabin E12 side of the ceiling interior panel 21 can be made uniform. Furthermore, by making the amount of heat transfer between the living room E1 and the wall space S uniform, the air temperature of the living room E1 can be made uniform.

Further, according to the railway vehicle 100 of this embodiment, the cross-sectional area of the ceiling duct 53 (cross sectional area taken along a plane perpendicular to the longitudinal direction of the ceiling duct 53), in the direction from the through-hole 55 to the hot air recovery fan 15 as the cross-sectional area of the site (Fig. 1 left side), it is formed larger.

  For example, if the cross-sectional area of the ceiling duct 53 is constant between the through hole 55 and the hot air recovery fan 15, the one through hole 55 has a space between the one through hole 55 and the hot air recovery fan 15. Since air B flows in from the other through-holes 55 formed, the pressure gradient inside the ceiling duct 53 (the degree of pressure difference between upstream and downstream in the flow direction) increases (from the hot air recovery fan 15). The further away, the lower the pressure for suction.)

  Therefore, the amount of the air B sucked into the ceiling duct 53 from one through hole 55 to the ceiling duct 53 from another through hole 55 formed closer to the hot air recovery fan 15 than the one through hole 55. Compared to the amount of air B sucked. As a result, the amount of air B sucked into the ceiling duct 53 becomes uneven in the front-rear direction (the left-right direction in FIG. 1) of the railway vehicle 100, resulting in a problem that air conditioning efficiency deteriorates.

In contrast, in the present embodiment, the cross-sectional area (longitudinal cross sectional area taken along a plane perpendicular to the ceiling duct 53) the side (Fig. 1 left direction from the through-hole 55 to the hot air recovery fan 15 of the ceiling duct 53 Since the cross-sectional area of the side portion is larger, the pressure gradient inside the ceiling duct 53 can be reduced. As a result, the air conditioning efficiency of the railway vehicle 100 can be ensured by making the amount of the air B sucked into the ceiling duct 53 uniform in the longitudinal direction of the railway vehicle 100 (the left-right direction in FIG. 1).

  The recovery duct 54 is a member that guides the air B recovered via a hot air recovery fan 15 described later to the inside air circulation fan 13 disposed below the railway vehicle 100. The recovery duct 54 is connected to the cabin E12, the deck E13, and the toilet room E14, and collects the conditioned air A of the entire living room E1.

  The air conditioner 1 is a device for supplying the conditioned air A to the living room E1 and collecting or discharging the conditioned air A from the living room E1, and as shown in FIG. 1, an outside air blower fan 11 and an inside air circulation fan. 13, a hot air recovery fan 15, and a heat exchanger 17.

  The outside air blowing fan 11 is a fan that sends air outside the vehicle of the railway vehicle 100 to the living room E1, and supplies air outside the vehicle of the railway vehicle 100 to a heat exchanger 17, which will be described later, as shown in FIG. The inside air circulation fan 13 is a fan that circulates the conditioned air A into the living room E1 and discharges the conditioned air A to the outside of the railway vehicle 100, and is connected to the recovery duct 54. The inside air circulation fan 13 recovers the conditioned air A via the recovery duct 54, supplies the conditioned air A to the supply duct 51 via the heat exchanger 17 described later by switching a valve provided therein, It is a fan that can be appropriately selected to be discharged outside the railway vehicle 100.

  The hot air recovery fan 15 is a fan that recovers the air B accumulated in the upper part of the wall space S through the ceiling duct 53 and supplies the air B to the recovery duct 54. As shown in FIG. 54.

  The heat exchanger 17 is a device that transfers heat to the outside air and the conditioned air A sent from the outside air blowing fan 11 and the inside air circulation fan 13 to obtain the conditioned air A having a desired temperature and humidity. As shown, the outside air blower fan 11 and the inside air circulation fan 13 are connected between the supply duct 51.

  Next, the detailed configuration of the interior panel 2 and the configuration of the lighting device 70 will be described with reference to FIGS. 3 and 4. FIG. 3 is an enlarged cross-sectional view of the railway vehicle 100 shown by enlarging the portion surrounded by III in FIG. 2. In order to simplify the drawing, the ceiling interior panel 21, the watertight panel 3, and the heat insulating material 4 are all combined. The part is not shown in the figure. FIG. 4 is an enlarged cross-sectional view showing the periphery of the window E4 of the railway vehicle 100 taken along line IV-IV in FIG.

As shown in FIG. 3, the ceiling panel 21 includes a side ceiling panel 25 that is configured to be curved and is connected to a cargo shelf surface E31 that is an upper surface of the cargo shelf E3. The side panel 22 includes an upper side panel 27 that extends from the load shelf surface E31 of the load shelf E3 toward the side ceiling panel 25 (upward in FIG. 3). Between the upper end of the upper side panel 27 (FIG. 3 upper end) lower end of the side roof panel 25 (FIG. 3 the lower end), Nitana upper inlet 22a is opened, The cargo shelf upper suction port 22a communicates between the wall space S and the cabin E12.

  Therefore, as described above, when the air B in the ceiling wall inner space S1 is sucked into the ceiling duct 53, the pressure in the ceiling wall inner space S1 decreases with respect to the pressure in the cabin E12. The conditioned air A in the passenger compartment E12 flows into the ceiling wall space S1 from the upper shelf 22a of the cargo rack that communicates with E12.

  The conditioned air A flowing into the ceiling wall space S1 is the conditioned air A on the upper side of the cargo rack E3, and the conditioned air A is warmed and raised in the cabin E12 and accumulated below the ceiling interior panel 21. Conditioned air A. Since the conditioned air A is accumulated below the ceiling interior panel 21, it is easy to transfer heat to the ceiling interior panel 21. Since the conditioned air A can be simultaneously sucked into the ceiling duct 53 via the ceiling wall space S1, the warmed conditioned air A is eliminated and the conditioned air A adjusted to a desired temperature is added to the ceiling interior panel. It is efficiently sent to the 21 guest room E12 side and the in-wall space S side. As a result, it is possible to prevent the ceiling interior panel 21 from being warmed, to reduce the movement of heat to the passenger due to radiation from the ceiling interior panel 21, and to ensure passenger comfort.

  Further, as shown in FIG. 3, a louver T is attached to the cargo shelf upper suction port 22a so that the cargo shelf upper suction port 22a can be opened and closed by swinging. The louver T has a shaft portion that is pivotably mounted, and includes a plate-like body that extends radially from the shaft portion. Therefore, by swinging, the plate-like body makes the cargo shelf upper suction port 22a open or closed. For example, when it is desired to give heat to passengers (when heating the cabin E12), the louver T is operated to close the cargo rack upper suction port 22a, so that the cabin interior E21 side of the ceiling interior panel 21 and the ceiling wall Heated conditioned air A and air B can be retained on the space S1 side. As a result, the ceiling interior panel 21 can be warmed, the heating effect for passengers can be improved, and the comfort can be improved.

  Next, the configuration of the illumination device 70 will be described. The lighting device 70 is a device for keeping the interior of the passenger cabin E12 bright. As shown in FIG. 3, the lighting device 70 includes a pair of fluorescent lamps 72 disposed on both sides of the above-described ceiling duct 53, and the pair of fluorescent lamps 72. And a lighting cover 74 that is attached to the ceiling interior panel 21 with a predetermined gap and is made of a translucent material. The ceiling interior panel 21 has a ceiling opening 21b at the center in the width direction of the railway vehicle 100, and a fluorescent lamp 72 is disposed inside the ceiling opening 21b. 3), the illumination cover 74 is disposed so as to cover the entire ceiling opening 21b.

  A ceiling suction port 21a is opened in the gap between the lighting cover 74 and the ceiling interior panel 21, and the ceiling suction port 21a communicates between the wall space S and the cabin E12. Therefore, as described above, when the air B in the wall space S is sucked into the ceiling duct 53, the pressure in the wall space S decreases with respect to the pressure in the cabin E12. The conditioned air A in the guest room E12 flows into the wall space S from the ceiling suction port 21a communicating with each other.

  The conditioned air A that flows into the wall space S is conditioned air A that stays above the cabin E12, and is conditioned air A that has been warmed and raised. The ceiling interior panel 21 is warmed by the conditioned air A.

  Since the conditioned air A can be simultaneously sucked into the ceiling duct 53 through the wall space S, the conditioned air A adjusted to a desired temperature is supplied to the cabin E12 side and the wall space S side of the ceiling interior panel 21. It is sent efficiently. As a result, it is possible to prevent the ceiling interior panel 21 from being warmed, to reduce the movement of heat to the passenger due to radiation from the ceiling interior panel 21, and to ensure passenger comfort.

  Further, the ceiling suction port 21a is formed between the lighting cover 74 and the ceiling interior panel 21, and the fluorescent lamp 72 is installed in the space between the ceiling suction port 21a and the ceiling duct 53. The conditioned air A sucked into the ceiling duct 53 through the ceiling suction port 21 a hits the fluorescent lamp 72 and the illumination cover 74.

  Therefore, the heat of the fluorescent lamp 72 and the heat of the illumination cover 74 heated by the fluorescent lamp 72 can be taken away. As a result, by preventing the temperature rise of the ceiling interior panel 21 and the temperature rise of the lighting cover 74 due to the heat generated by the fluorescent lamp 72, the movement of heat to the passenger due to the radiation from the ceiling interior panel 21 and the lighting cover 74 is reduced. Passenger comfort can be ensured.

  In addition, as shown in FIG. 3, a louver T is attached to the ceiling suction port 21a to open and close the ceiling suction port 21a in the same manner as the cargo shelf upper suction port 22a. Therefore, when it is desired to give heat to the passenger (when heating the cabin E12), the conditioned air A heated to the cabin E12 side and the wall space S side of the ceiling interior panel 21 by closing the ceiling inlet 21a. And air B can be retained. As a result, the ceiling interior panel 21 can be warmed, the heating effect for passengers can be improved, and the comfort can be improved.

  As shown in FIG. 4, the interior panel 2 is formed with a window-side outlet 22 c and a roll curtain inlet 22 d. The window-side outlet 22c is configured as an opening for supplying conditioned air A to the window E4, and extends along the width direction of the window E4 (the front-rear direction of the railway vehicle 100) at the upper portion of the window E4. Has been.

  The window-side outlet 22c has an opening facing the lower side of the railway vehicle 100, and sends conditioned air A to the cabin E12 along the window E4. The window outlet 22c extends beyond the window E4 in the width direction of the window E4 in a side view (viewed in the direction perpendicular to the paper surface in FIG. 1). Therefore, the conditioned air A can be sent out in the entire width direction of the window E4 (the front-rear direction of the railway vehicle 100).

  The roll curtain suction port 22d is an opening for removing the conditioned air A warmed by the window E4, and is formed below the window side outlet 22c (lower side in FIG. 4) and above the window E4. Therefore, it is possible to prevent the conditioned air A sent from the window side outlet 22c from being directly sucked.

  Further, as shown in FIG. 4, a connecting surface 22g configured as a curved curved surface on the cabin E12 side (right side in FIG. 4) is formed between the roll curtain suction port 22d and the window side air outlet 22c. By guiding the conditioned air A discharged from the window side outlet 22c along the connecting surface 22g, the conditioned air A is blown away (the distance at which the conditioned air A sent out from the window side outlet 22c can maintain the momentum of sending). Is secured. Therefore, the conditioned air A can be sent to the lower side of the window E4. As a result, since an air curtain can be formed between the window E4 and the passenger in the passenger room E12, the conditioned air A heated in the window E4 can be prevented from reaching the passenger in the guest room E12.

  Further, as shown in FIG. 4, the roll curtain suction port 22 d has an opening facing downward in the railway vehicle 100, and sucks conditioned air A in contact with the window E <b> 4 into the wall space S. Further, the roll curtain suction port 22d extends beyond the window E4 in the width direction of the window E4 in a side view (viewed in the vertical direction in FIG. 1). Therefore, the conditioned air A warmed by the window E4 can be removed from the entire width direction of the window E4 (the longitudinal direction of the railway vehicle 100).

  Therefore, since the conditioned air A in the area close to the window E4 is removed, the conditioned air A flows toward the window E4. Therefore, since the conditioned air A sent out from the window side outlet 22c along the window E4 is guided to the window E4 side, the window E4 can be brought close to the temperature of the conditioned air A in the passenger room E12. As a result, it is possible to prevent heat from being transmitted to the passenger by radiation from the window E4, thereby preventing a change in passenger's sensible temperature and improving comfort.

  On the other hand, when the air temperature outside the vehicle is lower than the temperature of the conditioned air A in the passenger room E12 (when the cool conditioned air A is to be excluded from the guest room E12), the conditioned air A whose roll curtain inlet 22d is cooled by the window E4 is used. By removing it, it is possible to prevent a cold draft (cooled air descending along the window) from the window E4. As a result, it is possible to improve comfort by preventing the passenger from receiving cold air.

  Further, inside the roll curtain suction port 22d, as shown in FIG. 4, a roll curtain K is provided that blocks between the window E4 and the passenger by winding the curtain. The roll curtain suction port 22d is divided into an outer suction port 22e and an inner suction port 22f.

  The outer suction port 22e is configured as an opening formed on the outer side of the roll curtain K (the window E4 side, the left side of FIG. 4), and the inner suction port 22f is the inner side of the roll curtain K (the opposite side of the window E4, the right side of FIG. 4). ) Formed as an opening.

  For example, when the temperature of the air outside the vehicle is higher than the temperature of the conditioned air A in the cabin E12 (when it is desired to exclude the warm conditioned air A from the cabin E12), if the roll curtain K is closed, The roll curtain K is warmed. Therefore, there is a problem in that the passenger's sensible temperature rises due to the movement of heat to the passenger due to radiation from the roll curtain K. In addition, there is a problem that the roll curtain K warms the conditioned air A of the guest room E12 and the passenger is exposed to warm air.

  In contrast, in the present embodiment, the conditioned air A is sucked in along the side surface of the roll curtain K on the window E4 side by the outer suction port 22e. Take away the temperature rise. As a result, the movement of heat to the passenger due to the radiation from the roll curtain K can be reduced, and an increase in the passenger's sensible temperature can be prevented.

  Further, since the conditioned air A is sucked along the side surface of the roll curtain K on the side of the guest room E12 by the inner suction port 22f, the conditioned air A from the guest room E12 takes the heat of the roll curtain K and suppresses the temperature rise. As a result, the movement of heat to the passenger due to the radiation from the roll curtain K can be reduced, and an increase in the passenger's sensible temperature can be prevented.

  In addition, since the conditioned air A is sucked along the side surface of the roll curtain K on the cabin E12 side, the conditioned air A heated by the roll curtain K is sucked out from the cabin E12 to prevent an increase in the air temperature in the cabin E12 and to the passengers. It is possible to prevent the warm conditioned air A from being hit.

  In addition, when the air temperature outside the vehicle is lower than the temperature of the conditioned air A in the cabin E12 (when heating), the air temperature outside the vehicle is higher than the temperature of the conditioned air A in the cabin E12 (when cooling). On the other hand, the only difference is that the conditioned air A is cooled by the roll curtain K, and the conditioned air A that has been cooled can be replaced with the conditioned air A inside the cabin E12.

  In addition, when the air temperature outside the vehicle is lower than the temperature of the conditioned air A in the passenger room E12 (when heating), the heat from radiation from the window E4 cooled by the outside air rather than heating the roll curtain K by sunlight. It is assumed that the temperature of the roll curtain K becomes lower than that of the conditioned air A of the guest room E12 due to the movement of.

  Further, when the air temperature outside the vehicle is lower than the temperature of the conditioned air A in the cabin E12 (when heating), the roll curtain K is warmed by sunlight, and the temperature of the roll curtain K is higher than the temperature of the conditioned air A in the cabin E12. When the temperature becomes high, heating efficiency can be improved by stopping the suction of the conditioned air A through the roll curtain suction port 22d.

  For example, a louver T attached to the ceiling suction port 21a may be attached to the roll curtain suction port 22d, and a lever for mechanically switching the direction of the louver T may be provided on the upper portion of the window E4.

  Alternatively, a sensor for measuring the temperature of the conditioned air A flowing through the outer suction port 22e and the inner suction port 22f may be provided, and the louver T may be driven by the driving force of the motor to open and close depending on the temperature difference. In this case, when the temperature of the conditioned air A flowing through the outer suction port 22e is higher than the temperature of the conditioned air A flowing through the inner suction port 22f, the temperature of the roll curtain K becomes higher than the temperature of the conditioned air A of the passenger cabin E12. The roll curtain suction port 22d may be closed by switching the direction of the louver T.

  When the roll curtain K is rolled up, the roll-up portion is thickened by the cloth that has been rolled up. By increasing the thickness, the cross-sectional areas of the outer suction port 22e and the inner suction port 22f are decreased. When the roll curtain K is lowered, the thickness of the scraping portion is reduced. By reducing the thickness, the cross-sectional area of the outer suction port 22e and the inner suction port 22f increases. On the other hand, when the roll curtain K is down, the airflow passing through the outer suction port 22e It flows through a narrow channel between the window frame. By this action, the narrowest channel cross-sectional area of the airflow passing through the roll curtain suction port 22d is kept constant regardless of whether the roll curtain K is opened or closed. This means that regardless of whether the roll curtain K is opened or closed, the balance of the amount of air passing through the ceiling suction port 21a, the cargo rack upper suction port 22a, and the roll curtain suction port 22d is kept constant.

  The mechanism of making the flow passage cross-sectional area of the outer suction port 22e and the inner suction port 22f variable by going up and down is to increase the thickness of the tip of the curtain in addition to the above-described mechanism based on the thickness of the scraping part. In a state where the tip portion is raised, the outer suction port 22e and the inner suction port 22f are partially blocked. Similarly, when the plate-shaped shading panel adopts a curtain that opens and closes a window opening like a sliding door, the panel stored in the upper part of the window partially covers the flow path between the upper side panel 27 and the heat insulating material 4. This is brought about by the closure.

  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.

  Moreover, although the case where the hot air collection | recovery fan 15 was connected to the ceiling duct 53 was demonstrated in 1st Embodiment, it is not necessarily restricted to this, It is good also as a structure which abbreviate | omitted the hot air collection | recovery fan 15. .

  In this case, if the ceiling duct 53 is connected to the recovery duct 54 that recovers air from the deck E13 and the toilet room E14, the interior of the ceiling duct 53 is generated by the exhaust force of the internal air circulation fan 13 connected to the recovery duct 54. Air B is discharged outside the vehicle. Therefore, the same effect as the present embodiment can be obtained.

  Although the window is described as having a roll curtain K, it can be implemented as a panel-type light-shielding plate without any change. In addition, the curtain may be opened and closed horizontally.

  In addition, the recovery duct 54 is connected to the cabin E12, the deck E13, and the toilet toilet room E14. However, the recovery duct 54 is connected to the passenger cabin E12 and the deck E13, and the toilet toilet room E14 is separated from the recovery duct 54. It may be connected outside the vehicle by a route. That is, air may be circulated through two paths. In this case, it is possible to prevent dirty air (smelled air) from the toilet room E14 from flowing into the cabin E12 and the deck E13.

  Furthermore, only the passenger room E12 may be connected to the recovery duct 54, and the washroom room E14 and the deck E13 may be connected to the outside of the vehicle as separate routes. That is, air may be circulated through three paths. In this case, since the air circulation can be performed independently in the guest room E12, the deck E13, and the toilet room E14, it is difficult to be affected by the odor of the air and the temperature difference of the air between the rooms.

Moreover, it is good also as a structure which attached the louver T to at least one of the outer side inlet port 22e or the inner side inlet port 22f. In this case, the louver T is swung so that at least one of the outer suction port 22e and the inner suction port 22f is closed, for example, warm air staying in the vicinity of the window E4 is heated during the heating. It can suppress that it is substituted by the air of the other area | region inside. Thereby, the air-conditioning effect in the passenger compartment E12 can be enhanced by the radiant heat generated from the surface of the window E4, and as a result, passenger comfort can be improved.
<Others>
The railway vehicle described in the technical idea 1 includes an air conditioner that supplies conditioned air to a guest room, a ceiling interior panel that forms a ceiling of the guest room, and a watertightness that is disposed outside the ceiling interior panel and maintains the water tightness of the guest room. A rail vehicle provided with a panel and a heat insulating material disposed on the inner surface of the watertight panel and having a heat insulating function, wherein air in a ceiling space formed as a space between the ceiling interior panel and the watertight panel Discharging means for discharging outside the guest room, and a ventilation opening for communicating the ceiling space with the guest room.
The railway vehicle described in the technical idea 2 is the railway vehicle described in the technical idea 1, and has a plurality of openings, and the flow passage cross-sectional area increases toward the downstream side in the flow direction of the air taken in from the openings, and the ceiling A duct member disposed in the back space is provided, and the discharge means discharges the air in the ceiling back space to the outside of the cabin through the duct member.
The railway vehicle described in the technical idea 3 is the railway vehicle described in the technical idea 1 or 2, and includes a cargo shelf that protrudes toward the cabin and has an upper surface that serves as a cargo bed surface, and the ceiling interior panel is curved. A side ceiling panel continuously provided on the upper surface of the load shelf, and the ventilation opening is located at an end of the side ceiling panel on the cargo bed surface side, and the ceiling back space is disposed in the cabin. It is equipped with a cargo shelf vent that communicates with
The railway vehicle according to the technical idea 4 is the railway vehicle according to any one of the technical ideas 1 to 3, and is disposed in the ceiling back space and illuminates the cabin through the daylighting opening of the ceiling interior panel. A lighting fixture and a lighting cover made of a translucent material that covers a daylighting opening of the ceiling interior panel, and the ventilation port is a position where the lighting cover and the ceiling interior panel are connected to each other And an illumination vent that communicates the ceiling space with the cabin.
The railway vehicle described in the technical idea 5 is the railway vehicle according to any one of the technical ideas 1 to 4, wherein the air conditioner is located above the window glass disposed on a side surface of the passenger cabin and the air conditioner. An air outlet that blows down conditioned air supplied from the air outlet, and the air vent is located above the window glass and closer to the window glass than the air outlet. Is provided with a window vent that communicates with the cabin.
The railway vehicle described in the technical idea 6 is the railway vehicle described in the technical idea 1 to 4, and includes a window glass disposed on a side surface of the passenger cabin, and the ventilation opening is an upper part of the window glass. And a window vent that communicates the space behind the ceiling to the cabin.
The railway vehicle described in the technical idea 7 is a railway vehicle described in the technical idea 5 or 6, and includes a winding shaft and a roll curtain wound around the outer periphery of the winding shaft in a roll shape. A curtain mechanism that shields the window glass by a rolled curtain, and the curtain mechanism is disposed inside the window ventilation opening, and the window ventilation opening is provided by a roll curtain that is drawn out of the curtain mechanism and hangs down. It is divided into a flow path on the window glass side and a flow path on the cabin side.
The railway vehicle described in the technical idea 8 is the railway vehicle according to any one of the technical ideas 3 to 6, wherein at least one of the cargo shelf vent, the illumination vent or the window vent is closed, There is provided a closing means for blocking communication between the ceiling space and the cabin via the cargo shelf vent, the lighting vent or the window vent.
<Effect>
According to the railway vehicle described in the technical idea 1, the exhaust means for discharging the air in the ceiling back space formed as the space between the ceiling interior panel and the watertight panel to the outside of the cabin, and the ventilation for communicating the ceiling back space with the cabin. Since the air in the ceiling space is exhausted outside the cabin by the exhaust means, the air in the cabin is vented from the cabin by the amount of air exhausted from the ceiling space to the outside of the cabin. It can be introduced into the ceiling space via Thereby, the air staying in the ceiling space, for example, hot air in summer or cold air in winter can be replaced with air in the cabin (that is, conditioned air whose temperature and humidity are adjusted by the air conditioner).
As a result, the surface temperature of the ceiling interior panel that forms the ceiling of the guest room can be brought close to the temperature of the air in the guest room, that is, the room temperature. Therefore, the effect of air conditioning in the guest room due to the radiant heat generated from the surface of the ceiling interior panel is achieved. There is an effect that it is possible to suppress the damage and improve the comfort of passengers.
Here, with conventional railway vehicles, when hot air in the summer or cold air in the winter stays in the space behind the ceiling, the effect of air conditioning in the cabin is suppressed from being radiated from the surface of the ceiling interior panel Therefore, it is necessary to provide a heat insulating material on the back surface of the ceiling interior panel, which increases the material cost. On the other hand, according to the railway vehicle of the present invention, as described above, by introducing the air in the cabin, the air staying in the ceiling space is replaced, and the surface temperature of the ceiling interior panel is brought close to the room temperature of the cabin. Therefore, it is possible to omit providing the heat insulating material on the back surface of the ceiling interior panel, and as a result, there is an effect that the material cost can be reduced.
According to the railway vehicle described in the technical idea 2, in addition to the effects exhibited by the railway vehicle described in the technical idea 1, the flow path cross-sectional area is increased toward the downstream side in the flow direction of the air taken in from the openings. And a duct member disposed in the ceiling space, and through the duct member, the air in the ceiling space is discharged outside the cabin by the discharging means. By taking in air from the cabin and exhausting it outside the cabin, the ceiling space can be more evenly exhausted. As a result, the air in the ceiling space can be efficiently replaced with the cabin air. is there.
That is, when the air in the ceiling space is directly sucked by the electric fan and discharged to the outside, the air is discharged to the outside in the area close to the electric fan. However, in the region far from the electric fan, air is not discharged to the outside and is likely to stay, so that it is difficult to replace the air in the cabin.
On the other hand, according to the railway vehicle of the present invention, since it has a plurality of openings, air can be taken from each opening and discharged to the outside even in a region far from the electric fan. Therefore, the air in the entire ceiling space can be easily discharged outside, so that the air in the ceiling space can be more uniformly replaced with the air in the cabin.
According to the railway vehicle described in the technical idea 3, in addition to the effect produced by the railway vehicle described in the technical idea 1 or 2, a cargo shelf vent is provided at the end of the side ceiling panel on the loading surface side, and the cargo rack When the air in the cabin is introduced into the ceiling space through the ventilation openings, the air on the loading platform surface of the loading rack is passed through the ceiling. Since the air can be introduced into the space, the air on the loading platform surface of the load rack can be replaced with the air in other areas in the cabin.
Here, warm air stays in the vicinity of the ceiling in the cabin during cooling. In particular, air is likely to stay on the loading platform surface of the cargo rack because it is a deep area surrounded by the cargo rack and the ceiling interior panel (side ceiling panel). And the stay of warm air raises the temperature of the ceiling interior panel, so the effect of air conditioning in the cabin is impaired by the radiant heat brought from the surface of the ceiling interior panel (side ceiling panel), and passenger comfort is reduced There is a problem of doing.
On the other hand, according to the railway vehicle of the present invention, as described above, the warm air on the loading platform surface of the cargo rack is changed from the air in the other areas of the cabin (that is, the cold air whose temperature and humidity are adjusted by the air conditioner). ), The surface temperature of the ceiling interior panel (side ceiling panel) can be lowered. As a result, it is possible to suppress the effect of air conditioning in the cabin from being impaired by the radiant heat generated from the surface of the ceiling interior panel, thereby improving passenger comfort.
In particular, according to the vehicle control device of the present invention, the arrangement position of the cargo shelf vent is the end of the side ceiling panel on the cargo bed surface side, that is, the cargo shelf and the ceiling interior panel (side ceiling panel). )), The air in the other areas of the cabin (ie, cold air whose temperature and humidity are adjusted by the air conditioner) By bypassing the area on the cargo bed surface, it is possible to suppress the direct flow into the cargo shelf vent, and warm air that stays on the cargo bed surface of the cargo rack can surely flow into the cargo vent, There is an effect that the warm air staying on the bed surface of the load rack can be efficiently replaced with the air in other areas in the cabin.
According to the railway vehicle described in the technical idea 4, in addition to the effect achieved by the railway vehicle described in the technical idea 1 to 3, the lighting vent is provided at a position where the lighting cover and the ceiling interior panel are connected. It is configured to communicate the ceiling space to the cabin through the lighting vent, and when air in the cabin is introduced into the ceiling space, air near the lighting cover is vented to the ceiling via the lighting vent. Since the air can be introduced into the space, the air in the vicinity of the lighting panel can be replaced with the air in the other area in the cabin.
As described above, warm air stays in the vicinity of the ceiling in the cabin during cooling. Particularly, in the vicinity of the lighting panel, the lighting fixture serves as a heat source, and the temperature of the air near the ceiling is further increased by the heat generation. The stagnation of the warm air raises the temperature of the lighting cover and the ceiling interior panel, and the radiant heat generated from the surface of the lighting cover and the ceiling interior panel impairs the effect of the air conditioning in the passenger compartment, thereby improving passenger comfort. There is a problem that it decreases.
On the other hand, according to the railway vehicle of the present invention, as described above, the warm air in the vicinity of the lighting cover is replaced with the air in the other area of the cabin (that is, the cold air whose temperature and humidity are adjusted by the air conditioner). Therefore, the surface temperature of the lighting cover and the ceiling interior panel can be lowered. As a result, there is an effect that the comfort of passengers can be improved by suppressing the effect of the air conditioning in the cabin from being impaired by the radiant heat generated from the surfaces of the lighting cover and the ceiling interior panel.
According to the railway vehicle described in the technical idea 5, in addition to the effect achieved by the railway vehicle described in any of the technical ideas 1 to 4, a window ventilation opening is provided on the upper portion of the window glass, and the window ventilation opening is provided through the window ventilation opening. It is configured to communicate the ceiling space to the guest room, and when introducing the air in the guest room into the ceiling space, the air near the window glass can be introduced into the ceiling space through the window vent. The air in the vicinity of the window glass can be replaced with the air in other areas in the cabin.
Here, for example, during cooling, the temperature of the window glass is generally higher than the air in the cabin due to the heat received from the air outside the vehicle and the heat received from the sun. On the other hand, at the time of heating, the temperature of the window glass is lower than that of the air in the cabin due to heat being taken away from the vehicle. For this reason, there is a problem that the effect of air conditioning in the cabin is impaired by the radiant heat generated from the surface of the window glass, and passenger comfort is reduced.
Further, during heating, there is a problem that the air that has been cooled and heavier in the vicinity of the window glass descends and flows over the floor and spreads to the cabin (so-called cold draft).
On the other hand, according to the railway vehicle of the present invention, as described above, the air in the vicinity of the window glass (air having a temperature higher or lower than the air in the cabin) is changed to the temperature in the other area of the cabin (that is, by the air conditioner). Therefore, the surface temperature of the window glass can be brought close to the temperature of the air in the cabin, that is, room temperature. As a result, there is an effect that the comfort of passengers can be improved by suppressing the effect of air conditioning in the cabin from being impaired by the radiant heat generated from the surface of the window glass.
In addition, the air in the vicinity of the window glass can be replaced with the air in the cabin before the air drops in the vicinity of the window glass due to being cooled and heavy, so that the so-called cold draft can be suppressed. effective.
Furthermore, according to the vehicle control device of the present invention, the air outlet that blows the conditioned air supplied from the air conditioner downward is disposed at the upper portion of the window glass, and the window vent is located at the window rather than the air outlet. Since it is arranged on the glass side, there is an effect that the temperature of the window glass and the temperature of the air in the ceiling space can be effectively brought close to the temperature of the air in the cabin.
That is, since the window vent is located on the side of the window glass from the outlet, when the air near the window glass is sucked from the window vent, the flow of air sucked into the window vent (upflow) Since the air flowing down from the air outlet (that is, conditioned air supplied from the air conditioner) is taken in, the conditioned air supplied from the air conditioner (that is, air having a temperature closer to the target temperature than the air in the cabin) is changed. After passing through the window glass, it can be sucked into the window vent.
Thereby, the temperature of the window glass can be effectively brought close to the temperature of the cabin air by using the conditioned air blown from the outlet (that is, the air having a temperature closer to the target temperature than the cabin air). it can. Further, by introducing such conditioned air into the ceiling space, the temperature of the air in the ceiling space can be effectively brought close to the temperature of the air in the cabin. As a result, it is possible to suppress the effect of air conditioning in the passenger cabin from being impaired by the radiant heat generated from the surface of the window glass and the surface of the ceiling interior panel, thereby improving passenger comfort.
According to the railway vehicle described in the technical idea 6, in addition to the effect exhibited by the railway vehicle described in any of the technical ideas 1 to 4, a window ventilation opening is provided on the upper portion of the window glass, and the window ventilation opening is provided through the window ventilation opening. It is configured to communicate the ceiling space to the guest room, and when introducing the air in the guest room into the ceiling space, the air near the window glass can be introduced into the ceiling space through the window vent. The air in the vicinity of the window glass can be replaced with the air in other areas in the cabin.
Here, for example, during cooling, the temperature of the window glass is generally higher than the air in the cabin due to the heat received from the air outside the vehicle and the heat received from the sun. On the other hand, at the time of heating, the temperature of the window glass is lower than that of the air in the cabin due to heat being taken away from the vehicle. For this reason, there is a problem that the effect of air conditioning in the cabin is impaired by the radiant heat generated from the surface of the window glass, and passenger comfort is reduced.
Further, during heating, there is a problem that the air that has been cooled and heavier in the vicinity of the window glass descends and flows over the floor and spreads to the cabin (so-called cold draft).
On the other hand, according to the railway vehicle of the present invention, as described above, the air in the vicinity of the window glass (air having a temperature higher or lower than the air in the cabin) is changed to the temperature in the other area of the cabin (that is, the air conditioner). Therefore, the surface temperature of the window glass can be brought close to the temperature of the air in the cabin, that is, room temperature. As a result, there is an effect that the comfort of passengers can be improved by suppressing the effect of air conditioning in the cabin from being impaired by the radiant heat generated from the surface of the window glass.
In addition, the air in the vicinity of the window glass can be replaced with the air in the cabin before the air drops in the vicinity of the window glass due to being cooled and heavy, so that the so-called cold draft can be suppressed. effective.
According to the railway vehicle described in the technical idea 7, in addition to the effect produced by the railway vehicle described in the technical idea 5 or 6, there is an effect that the balance of the air volume at the window vents can be kept constant. That is, when the roll curtain is wound around the outer periphery of the winding shaft, the outer diameter of the winding portion is increased, so that the flow passage cross-sectional area of the window ventilation opening is reduced accordingly. On the other hand, when the roll curtain is pulled out, the outer diameter of the wind-up part is reduced, so that the flow passage cross-sectional area of the window vent becomes larger, but in this case, the flow path on the window glass side of the window vent Since the roll curtain covers the window glass, the air passing through the narrow flow path between the roll curtain and the window frame is circulated. Thereby, regardless of the open / closed state of the roll curtain, the flow path cross-sectional area of the window vent (that is, the total flow cross-sectional area of the flow path on the window glass side and the flow path on the cabin side divided by the roll curtain) It is possible to keep the balance of the air volume of the window vents constant.
According to the railway vehicle described in the technical idea 8, in addition to the effect exhibited by the railway vehicle described in the technical idea 3 to 6, at least one of the cargo shelf vent, the lighting vent or the window vent is closed. In addition, since it is configured to include a closing means for blocking communication between the overhead space through the cargo shelf vent, the lighting vent or the window vent and the guest room, the cargo shelf vent and the lighting vent by the closing means are provided. By performing the blocking of the mouth, for example, during heating, it is possible to prevent warm air staying near the ceiling from being replaced with air in other areas in the cabin. As a result, the temperature of the ceiling interior panel can be raised using warm air staying in the vicinity of the ceiling, so that the air conditioning effect in the cabin can be achieved by the radiant heat generated from the surface of the ceiling interior panel (side ceiling panel). As a result, passenger comfort can be improved.
In addition, by performing the blocking of the window ventilation opening by the closing means, for example, during heating, it is possible to suppress the warm air near the window glass from being replaced with the air in other areas in the cabin. As a result, the temperature of the window glass can be increased by using the warm air near the window glass, so that the air-conditioning effect in the cabin can be enhanced by the radiant heat brought from the surface of the window glass. There is an effect that it is possible to improve passenger comfort.

100 Railway Vehicle 1 Air Conditioner 3 Watertight Panel 4 Heat Insulating Material 13 Inside Air Circulating Fan (Part of Exhaust Means)
15 Hot air recovery fan (part of discharge means)
21 Ceiling interior panel 25 Side ceiling panel 21a Ceiling suction port (part of the ventilation port, lighting ventilation port)
21b Ceiling opening (part of ventilation opening, opening for lighting)
22a Cargo shelf upper air inlet (part of the air vent, cargo shelf vent)
22c Window side air outlet (air outlet)
22d Roll curtain inlet (window vent)
22e Outside suction port (part of window vent)
22f Inner inlet (part of window vent)
53 Ceiling duct (duct member)
54 Recovery duct 55 Through hole (opening)
72 Fluorescent lamp (lighting fixture)
74 Lighting cover A Conditioned air B Air E12 Guest room E13 Deck E14 Washroom toilet E3 Loading shelf E4 Window (window glass)
S1 Ceiling wall space (ceiling space)

Claims (8)

An air conditioner that supplies conditioned air to the cabin, a ceiling interior panel that forms the ceiling of the cabin, a watertight panel that is disposed outside the ceiling interior panel to keep the cabin airtight, and an inner surface of the watertight panel In a railway vehicle provided with a heat insulating material provided with a heat insulating function,
A discharge means for discharging the air in the space behind the ceiling formed as a space between the ceiling interior panel and the watertight panel to the outside of the cabin;
A railway vehicle comprising: a vent hole for communicating the ceiling space with the cabin. It has a plurality of openings and a duct member disposed in the ceiling space as the cross-sectional area of the flow path increases toward the downstream side in the flow direction of the air taken in from the openings,
The railway vehicle according to claim 1, wherein the discharge means discharges the air in the space behind the ceiling to the outside of the cabin through the duct member. It is equipped with a cargo rack that protrudes toward the cabin and has an upper surface that serves as a loading platform.
The ceiling interior panel includes a side ceiling panel connected to the upper surface of the cargo rack by being configured to be curved,
The said ventilation opening is provided with the load shelf ventilation opening which is located in the edge part by the side of the said loading platform surface of the said side ceiling panel, and connects the said ceiling back space with the said passenger room. Railway vehicle. A lighting fixture that is disposed in the space behind the ceiling and that illuminates the cabin through the daylighting opening of the ceiling interior panel; and an illumination cover that covers the daylighting opening of the ceiling interior panel and is made of a translucent material; With
The said ventilation opening is provided in the position where the said illumination cover and the said ceiling interior panel are connected, and is provided with the illumination ventilation opening which connects the said ceiling back space to the said passenger room. A railway vehicle according to any one of the above. A window glass disposed on a side surface of the passenger cabin, and a blowout port that blows down conditioned air supplied from the air conditioner located above the window glass,
The said ventilation opening is provided in the upper part of the said window glass, and is located in the said window glass side rather than the said blower outlet, The window ventilation opening which connects the said ceiling back space to the said guest room is provided. 4. The railway vehicle according to any one of 4 above. Comprising a window glass disposed on a side surface of the cabin;
The railway vehicle according to any one of claims 1 to 4, wherein the ventilation port includes a window ventilation port that is located above the window glass and communicates the ceiling space with the cabin. A winding curtain and a roll curtain wound around the winding shaft in the form of a roll; and a curtain mechanism that shields the window glass by the drawn-out roll curtain,
The curtain mechanism is disposed inside the window ventilation opening, and the window ventilation opening is provided with a flow path on the window glass side and a flow path on the cabin side by a roll curtain that is drawn out of the curtain mechanism and hangs down. The railway vehicle according to claim 5, wherein the railway vehicle is divided into two parts.   Closing at least one of the cargo shelf vent, the lighting vent or the window vent and communicating the ceiling space with the cabin via the cargo vent, the lighting vent or the window vent. The railway vehicle according to any one of claims 3 to 6, further comprising a closing means for blocking.

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