JP2017217928A - Air-conditioning duct for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air-conditioning duct for a railway vehicle capable of uniforming an air-conditioning effect in a passenger room with a simple configuration.SOLUTION: In the air-conditioning duct for a railway vehicle, a guide plate is arranged on a main duct with which the air-conditioning duct is equipped. The guide plate guides a part of conditioned air to a front branch duct 23 by changing the flowing direction of the part of the conditioned air supplied from an air conditioner to the main duct. A blowout passage 40b is disposed over the entire length of the front branch duct 23, and the passage 40b supplies the conditioned air flowing in the front branch duct 23 in the direction inverse to the conditioned air before guidance by the guide plate from the front branch duct 23 to the inside of a passenger room located below the main duct. A wind direction plate 42 is disposed in at least a blowout passage 40b and guides the direction of the conditioned air flow so that the conditioned air flows vertically downward, or flows obliquely downward so that the downward side becomes the side close to the guide plate.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an air conditioning duct for a railway vehicle that supplies conditioned air from an air conditioner into the vehicle, and a railway vehicle including the same.

  2. Description of the Related Art Conventionally, a vehicular air conditioning duct that distributes conditioned air from an air conditioner and supplies it to the interior of a railway vehicle is known. Patent Document 1 and Patent Document 2 disclose this type of railway vehicle air conditioning duct.

  The air-conditioning duct for vehicles of patent document 1 is extended in the vehicle length direction at the ceiling part of a vehicle, and is comprised so that the conditioned air from an air conditioner may be supplied into a vehicle interior. The vehicle air conditioning duct includes a main duct, a chamber duct, a branch duct, and a guide plate. The main duct is supplied with conditioned air from the air conditioner and is provided at a substantially central portion in the vehicle width direction. The chamber duct is a duct that is supplied with conditioned air from the main duct and blows out into the passenger compartment, and is provided adjacent to the main duct in the vehicle width direction. The branch duct is a duct that is supplied with conditioned air from the main duct and blows into the passenger compartment, and is provided on the vehicle end side with respect to the chamber duct in the vehicle length direction. The guide plate draws a part of the conditioned air supplied to the main duct into the branch guide. In this vehicle air conditioning duct, the amount of conditioned air supplied from the chamber duct into the passenger compartment is configured to be larger than the amount of conditioned air supplied from the branch duct into the passenger compartment. As described above, Patent Document 1 is configured such that the conditioned air is blown out in the vehicle length direction to the central portion with a larger amount of blowing than the vehicle end portion, so that the vehicle air conditioning duct is provided in a limited space. Even when the shape of the air conditioning duct for a vehicle is limited for the arrangement, it is possible to make the temperature distribution in the cabin uniform by varying the amount of conditioned air blown in each zone in the cabin.

  The vehicle air conditioning duct of Patent Document 2 is configured to distribute the cold air from the air conditioner into the passenger compartment by the cold air duct and the cold air discharge grille mounted on the cold air duct. Patent Document 2 discloses an example including an air volume adjusting plate configured to have a predetermined appropriate opening degree and a wind direction changing piece as a configuration of the cold air discharge grille.

International Publication No. 2013/111417 JP-A-55-79952

  In the configuration of Patent Document 1, the direction of a part of the conditioned air flowing through the main duct is changed by the guide plate, and after being drawn into the branch duct, the conditioned air before being guided by the guide plate is almost opposite. Flow through the branch duct in the direction. Due to such a reversal action, the conditioned air immediately after being supplied to one end in the longitudinal direction of the branch duct (the conditioned air on the upstream side, the conditioned air immediately after reversal) flows vigorously toward the other end in the longitudinal direction. As it approaches the other end, the momentum gradually decreases. Accordingly, when the conditioned air flowing through the branch duct in this way is simply blown out from the blow-out passage arranged over the entire length of the branch duct to the lower cabin, the side closer to the guide plate (upstream side) as shown in FIG. It becomes difficult for conditioned air to reach the portion directly below the end of the branch duct. Therefore, in the configuration of Patent Document 1, the effect of air conditioning tends to be non-uniform in the vehicle length direction in the range where the branch ducts are arranged.

  Moreover, in the structure of the said patent document 2, although it is thought that a cold wind can be actively spread | diffused by the several wind direction change piece arrange | positioned little by little, these wind direction change pieces are the vehicle length direction. The wind direction is changed in each of the cool air discharge grilles provided in a large number. The air volume from each discharge grill can be adjusted by the air volume adjusting plate. However, the adjustment of the opening of the air volume adjusting plate in each discharge grill is determined experimentally, as pointed out in Patent Document 2. It is troublesome. In addition, it is difficult to distribute the cool air well downward in a portion between the discharge grille and the discharge grille (a portion without the discharge grille). Thus, even with the configuration of Patent Document 2, it is difficult to make the effect of air conditioning uniform in the vehicle length direction.

  As described above, the configurations of Patent Document 1 and Patent Document 2 have room for improvement in that uneven portions are likely to occur in the air conditioning effect in the cabin.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide an air conditioning duct for a railway vehicle that can make the air conditioning effect in the passenger cabin uniform with a simple configuration.

  The problems to be solved by the present invention are as described above. Next, means for solving the problems and the effects thereof will be described.

  According to an aspect of the present invention, an air conditioning duct for a railway vehicle having the following configuration is provided. That is, the air conditioning duct for a railway vehicle is installed on the ceiling portion of the railway vehicle so as to extend in the vehicle length direction, and supplies conditioned air adjusted by the air conditioner into the cabin. The railcar air conditioning duct includes a main duct, a chamber duct, a branch duct, a guide portion, a blowout passage, and a wind direction plate. The main air is supplied with the conditioned air from the air conditioner. The chamber duct is disposed adjacent to an end of the main duct in the vehicle width direction, and the conditioned air is supplied from the main duct. The branch duct is disposed on the vehicle length direction end side with respect to the chamber duct, and the conditioned air is supplied from the main duct. The guide portion is provided in the main duct, and changes a direction in which a part of the conditioned air supplied from the air conditioner to the main duct flows to guide the part of the conditioned air to the branch duct. The blowout passage is disposed over the entire length of the branch duct, and the conditioned air flowing in the branch duct in a direction opposite to that of the conditioned air before being guided by the guide portion is located in the cabin below the main duct. From the branch duct. The wind direction plate is disposed at least in the outlet passage, and guides the direction in which the conditioned air flows so that the conditioned air flows vertically downward or so that the conditioned air flows obliquely downward, which is closer to the guide portion. To do.

  Thereby, in the passenger compartment, the conditioned air can be satisfactorily reached at a portion directly below the end portion in the longitudinal direction of the branch duct to which the conditioned air guided by the guide portion is supplied. As a result, the air conditioning effect in the cabin can be made substantially uniform with a simple configuration.

  ADVANTAGE OF THE INVENTION According to this invention, the air conditioning duct for railway vehicles which can make the air conditioning effect in a passenger cabin uniform by simple structure can be provided.

A side view showing a rail car provided with an air-conditioning duct for vehicles concerning a 1st embodiment of the present invention. The top view which shows the whole structure of the air conditioning duct for vehicles. (A) AA sectional drawing of FIG. (B) BB sectional drawing of FIG. The perspective view which shows the mode of the front branch duct vicinity. The top view which shows the mode of the front branch duct vicinity. The side view which shows the mode of the front branch duct vicinity. The graph explaining the temperature distribution of the guest room directly under a blower opening about each with and without a wind direction board. The side view which shows another example of installation which does not incline a wind direction board. The side view which shows another example of installation in which the inclination of a wind direction board corresponds. The side view which shows another example of installation which abbreviate | omitted a wind direction board partially. The top view which shows the whole structure of the air conditioning duct for vehicles which concerns on 2nd Embodiment. The top view which shows the whole structure of the air conditioning duct for vehicles which concerns on 3rd Embodiment. The top view which shows the whole structure of the air conditioning duct for vehicles which concerns on 4th Embodiment. The front view which shows the modification which varied the shape of the blowing channel | path. The top view explaining the blowing direction of conditioned air in the conventional structure.

  Next, a first embodiment of the present invention will be described with reference to the drawings. First, with reference mainly to FIG. 1, the outline | summary of the rail vehicle (vehicle) 1 provided with the air conditioning duct 12 for vehicles of this embodiment is demonstrated. FIG. 1 is a side view showing a railway vehicle 1 including a vehicle air-conditioning duct 12 according to the first embodiment of the present invention.

  A railway vehicle 1 shown in FIG. 1 is configured as a passenger car. The railway vehicle 1 includes a vehicle body 2 and a carriage 3.

  The vehicle body 2 is configured in a substantially box shape, and includes a cabin 4 and a ceiling portion 5. The vehicle body 2 of the present embodiment is made of an aluminum alloy, but may be made of another material (for example, carbon steel or stainless steel).

  The cabin 4 is arranged from the lower part to the center part of the vehicle body 2 over the entire vehicle length direction of the vehicle body 2. The passenger compartment 4 is provided with unillustrated seats, passages and the like for use by passengers.

  The ceiling portion 5 is disposed on the upper portion of the vehicle body 2 over the entire vehicle length direction of the vehicle body 2. The ceiling part 5 is located above the guest room 4. The ceiling part 5 is provided with a vehicle air conditioning system 10 including an air conditioner (air conditioner) 11 and a vehicle air conditioning duct 12.

  One air conditioner 11 is arranged near the both ends in the vehicle length direction in the ceiling portion 5. The air conditioner 11 has functions such as air conditioning, air blowing, dehumidification, and air cleaning, and can maintain the cabin 4 in a comfortable environment. In the following description, the two air conditioners 11 may be distinguished and referred to as a first air conditioner 11a and a second air conditioner 11b, respectively.

  The vehicle air conditioning duct 12 is installed in the ceiling portion 5 so as to extend in the vehicle length direction. The vehicle air conditioning duct 12 is a pipe for sending the conditioned air adjusted by the air conditioner 11 to the cabin 4, and is arranged so as to connect the air conditioner 11 and the cabin 4.

  The carriage 3 is disposed below the railway vehicle 1 and supports the vehicle body 2. The carriage 3 includes wheels for traveling on a rail (not shown).

  Next, the outline of the vehicle air conditioning duct 12 will be described with reference to FIGS. 2 and 3. FIG. 2 is a plan view showing the overall configuration of the vehicle air conditioning duct 12. Fig.3 (a) is AA sectional drawing of FIG. FIG. 3B is a cross-sectional view taken along the line BB in FIG.

  As described above, the vehicle air conditioning system 10 provided on the ceiling portion 5 of the railway vehicle 1 includes two air conditioners 11 (the first air conditioner 11a and the second air conditioner 11b described above), a vehicle air conditioning duct 12, and the like. .

  As shown in FIG. 2, the first air conditioner 11 a is arranged at the center in the vehicle width direction at one end in the vehicle length direction in the railcar 1, and the second air conditioner 11 b is a vehicle at the other end in the vehicle length direction. It is arranged at the center in the width direction. Each air conditioner 11 takes in the air in the passenger compartment 4 from an air intake port (not shown), and generates conditioned air in which the temperature of the air is adjusted. The air conditioner 11 is connected to the vehicle air conditioning duct 12 via the delivery pipe 20. The conditioned air generated by the air conditioner 11 is sent to the vehicle air conditioning duct 12 through the delivery pipe 20.

  The vehicle air-conditioning duct 12 is composed of a plurality of ducts (piping) described below, and includes an outlet passage 40 (40a, 40b, 40c) connected to the passenger cabin 4 as shown in FIG. The conditioned air sent from the air conditioner 11 to the vehicle air conditioning duct 12 passes through the blowout passage 40 and is supplied to the cabin 4.

  As shown in FIG. 2, the vehicular air conditioning duct 12 has, as main components, one main duct 21, two chamber ducts 22 (first chamber duct 22a and second chamber duct 22b), and two front positions. Branch duct (branch duct) 23 (first front branch duct 23a and second front branch duct 23b) and two rear branch ducts 24 (first rear branch duct 24a and second rear branch duct 24b) And comprising.

  The main duct 21 is formed in a rectangular shape elongated in the vehicle length direction in plan view, and is disposed so as to be sandwiched between the first air conditioner 11a and the second air conditioner 11b at the center in the vehicle length direction of the railway vehicle 1. Yes. One end of the main duct 21 in the vehicle length direction is connected to the first air conditioner 11 a via the delivery pipe 20, and the other end of the main duct 21 in the vehicle length direction is connected to the second air conditioner 11 b via the delivery pipe 20. It is connected.

  A partition plate 25 is provided inside the main duct 21 so as to connect the diagonal positions of the rectangular main duct 21 to each other. By this partition plate 25, the main duct 21 includes a main duct first chamber 21a into which conditioned air is sent from the first air conditioner 11a and a main duct second chamber 21b into which conditioned air is sent from the second air conditioner 11b. It is divided into two spaces.

  The chamber duct 22 is formed in a rectangular shape elongated in the vehicle length direction in plan view. The length of the chamber duct 22 in the vehicle length direction is shorter than the length of the main duct 21 in the vehicle length direction. The two chamber ducts 22 (the first chamber duct 22a and the second chamber duct 22b) are arranged on both sides in the vehicle width direction so as to sandwich the main duct 21. The first chamber duct 22 a is adjacent to the main duct first chamber 21 a formed in the main duct 21, and the second chamber duct 22 b is adjacent to the main duct second chamber 21 b formed in the main duct 21. The chamber duct 22 and the main duct 21 are connected to each other by a plurality of openings 30 formed side by side in the longitudinal direction of the chamber duct 22. The conditioned air sent into the main duct 21 passes through the opening 30 and reaches the chamber duct 22.

  As shown in FIG. 3A, a blowout passage 40 a connected to the passenger cabin 4 is connected to the lower portion of the chamber duct 22. The conditioned air that has reached the chamber duct 22 is supplied to the passenger cabin 4 through the blowout passage 40a. Two outlet passages 40a are provided for each of the first chamber duct 22a and the second chamber duct 22b, and both are provided over the entire length of the chamber duct 22 in the vehicle length direction. The blow-out passage 40a has a cross section cut by a plane perpendicular to the vehicle length direction so that one faces the center in the vehicle width direction in the cabin 4 and the other faces one end in the vehicle width direction in the cabin 4. In addition, they are all arranged in a diagonally downward straight line. Thereby, conditioned air can be diffused well in the passenger cabin 4.

  The front branch duct 23 is formed in a rectangular shape elongated in the vehicle length direction in plan view, and the width of the front branch duct 23 is substantially equal to the width of the chamber duct 22. The front branch duct 23 is arranged on one side in the vehicle length direction with respect to the chamber duct 22. Specifically, the first front branch duct 23a is disposed closer to the first air conditioner 11a than the first chamber duct 22a, and the second front branch duct 23b is connected to the second chamber duct 22b. Compared with the second air conditioner 11b, it is arranged on the side closer to the second air conditioner 11b. Further, the front branch duct 23 is arranged on one side in the vehicle width direction with respect to the air conditioner 11.

  An end portion on one side in the longitudinal direction (center side in the vehicle length direction) of each front branch duct 23 is located at an end portion on one side in the vehicle width direction of the main duct 21 in the vicinity of the end portion in the vehicle length direction of the main duct 21. It is arranged to touch. The front branch duct 23 and the main duct 21 are connected to each other by an opening 31. Inside the main duct 21, in the vicinity of the opening 31, a guide plate (guide portion) for changing the direction in which a part of the conditioned air in the main duct 21 flows and drawing the conditioned air into the front branch duct 23. 26 is provided. Part of the conditioned air sent into the main duct 21 passes through the opening 31 by the guide plate 26 and reaches the front branch duct 23.

  As shown in FIG. 3 (b), an outlet passage 40 b connected to the passenger cabin 4 is connected to the lower portion of the front branch duct 23. The structure of the blowing passage 40b is the same as that of the blowing passage 40a connected to the chamber duct 22. The conditioned air that has reached the front branch duct 23 passes through the outlet passage 40b and is supplied into the passenger compartment 4 located below the main duct 21.

  As shown in FIG. 2, the guide plate 26 is provided in each of the main duct first chamber 21 a and the main duct second chamber 21 b formed in the main duct 21. The guide plate 26 extends from the position corresponding to one longitudinal end of the front branch duct 23 toward the center in the vehicle width direction on the inner wall of the vehicle duct direction end of the main duct first chamber 21a (main duct second chamber 21b). After the protrusion, the first air conditioner 11a that curves and is supplied with conditioned air to the main duct first chamber 21a (second air conditioner 11b that supplies conditioned air to the main duct second chamber 21b) is curved. It is formed in a smooth curved line shape (arc shape) so as to approach. Thereby, a part of the conditioned air sent from the air conditioner 11 to the main duct 21 passes through the opening 31 while being redirected by the guide plate 26 and is drawn into the front branch duct 23, and the initial direction is 180. It is designed to flow along the longitudinal direction of the front branch duct 23 in different directions.

  The rear branch duct 24 is formed in a rectangular shape elongated in the vehicle length direction in a plan view like the front branch duct 23, and the width of the rear branch duct 24 is substantially equal to the width of the chamber duct 22. The rear branch duct 24 is disposed on the opposite side of the front branch duct 23 with respect to the chamber duct 22. Specifically, the first rear branch duct 24a is disposed farther from the first air conditioner 11a than the first chamber duct 22a, and the second rear branch duct 24b is connected to the second chamber duct 22b. Compared with the second air conditioner 11b, it is disposed on the far side. The rear branch duct 24 and the main duct 21 are connected to each other through an opening 32. The conditioned air sent into the main duct 21 passes through the opening 32 and reaches the rear branch duct 24.

  As shown in FIG. 3B, a blowout passage 40 c is connected to the lower part of the rear branch duct 24. The structure of the blowing passage 40 c is the same as that of the blowing passage 40 a connected to the chamber duct 22. The conditioned air that has reached the rear branch duct 24 is supplied to the passenger cabin 4 through the blowout passage 40c.

  As described above, the conditioned air generated by the air conditioner 11 is sent to the main duct 21 and then reaches one of the chamber duct 22, the front branch duct 23, and the rear branch duct 24. Then, the air is supplied into the passenger compartment 4 from the outlet passage 40 (40a, 40b, or 40c) disposed below the duct.

  Next, the wind direction plate 42 that guides the flow of conditioned air in the outlet passage 40b connected to the front branch duct 23 will be described with reference mainly to FIGS. FIG. 4 is a perspective view showing a state in the vicinity of the front branch duct 23. FIG. 5 is a plan view showing a state in the vicinity of the front branch duct 23. FIG. 6 is a side view showing a state in the vicinity of the front branch duct 23. FIG. 7 is a graph for explaining the temperature distribution in the passenger compartment 4 immediately below the outlet passage 40b with and without the wind direction plate 42. FIG.

  In the following description, the upstream when the conditioned air supplied to the front branch duct 23 flows along the longitudinal direction of the front branch duct 23 before flowing into the outlet passage 40b is referred to as “upstream in the duct longitudinal direction”. The downstream is sometimes referred to as “downstream in the longitudinal direction of the duct”.

  As shown in FIG. 4 and the like, the outlet passage 40b is provided over the entire length of the front branch duct 23 in the vehicle length direction. A blowout opening 41 is formed at the lower end of the blowout passage 40b. Further, as described above, the blow-out passages 40b are arranged in a pair, and when viewed in the vehicle length direction, they are directed obliquely so as to be separated from each other as they go downward. As a result, the conditioned air passing through the opening 31 from the main duct 21 and reaching the front branch duct 23 is distributed and supplied to the pair of outlet passages 40b while flowing from the upstream side in the longitudinal direction of the duct toward the downstream side in the longitudinal direction of the duct. Is done. The conditioned air that has flowed into the blowout passage 40 b passes through the blowout opening 41 and is supplied to the cabin 4.

  By the way, as described above, the conditioned air flowing from the main duct 21 into the front branch duct 23 has a flow direction changed by 180 ° compared to the initial direction. For this reason, in the front branch duct 23, the conditioned air immediately flows toward the downstream side in the longitudinal direction of the duct immediately after the flow is reversed. There is a tendency for the flow in the vehicle length direction to weaken. Therefore, when the conditioned air is simply blown out from the blowout passage 40b as in the conventional vehicle air conditioning duct 12p of FIG. 15, the conditioned air blown into the passenger compartment 4 through the blowout passage 40b, particularly from the upstream side in the longitudinal direction of the duct. In this case, the direction becomes oblique so as to be on the downstream side in the longitudinal direction of the duct. Therefore, in the passenger cabin 4, the conditioned air hardly reaches the portion immediately below the upstream end of the front branch duct 23 in the longitudinal direction of the duct, and the effect of air conditioning becomes uneven.

  Therefore, in the present embodiment, as shown in FIG. 4 and the like, a plurality of wind direction plates 42 that change the flow of conditioned air are provided in the outlet passage 40b.

  As shown in FIG. 4 and the like, the wind direction plate 42 is formed in a flat plate shape, and is arranged side by side so as to have a substantially constant interval in each of the pair of blowing passages 40b. With this configuration, the conditioned air flowing through the front branch duct 23 passes through the space partitioned by the outlet passage 40b and is sent into the passenger compartment 4. The wind direction plate 42 of the present embodiment is made of stainless steel or aluminum alloy, but may be made of another material such as resin.

  As shown in FIG. 6, each wind direction plate 42 falls down from the direction perpendicular to the longitudinal direction of the front branch duct 23 toward the downstream side in the longitudinal direction of the duct when viewed along the vehicle width direction (side view). It is arranged to be inclined. In addition, the inclination of each wind direction plate 42 gradually changes so that the upstream side in the longitudinal direction of the duct is loose and the downstream side in the longitudinal direction of the duct is steep. Specifically, in the side view, the angle formed by the wind direction plate 42 with respect to the horizontal plane (acute angle) is S1, S2, S3,. S1 <S2 <S3 <...

  With the above configuration, the conditioned air sent from the front branch duct 23 to the outlet passage 40b is moved by the wind direction plate 42 in the direction along the wind direction plate 42 (specifically, the lower side is closer to the guide plate 26). It is guided so that it may flow to the diagonally downward direction. Further, the angle S1, S2, S3,... Formed by the wind direction plate 42 with respect to the horizontal plane is gradually increased, so that the front branch duct 23 in the passenger cabin 4 as shown in FIG. A relatively large amount of conditioned air can reach a portion directly below the upstream end of the duct in the longitudinal direction. As a result, the substantial effect of the air conditioning can be made uniform throughout the longitudinal direction of the front branch duct 23.

  Next, an experiment conducted for confirming the effect of the present invention will be described with reference to the graph of FIG. FIG. 7 (a) shows the temperature distribution measured in the cabin 4 directly under the front branch duct 23 when the cooling is performed and FIG. 7 (b) shows the heating. Yes.

  As shown by the broken line in the graph of FIG. 7, in the configuration of FIG. 15 without the wind direction plate 42, the temperature changes greatly between the duct longitudinal direction upstream side and the duct longitudinal direction downstream side. On the other hand, when a plurality of wind direction plates 42 are provided while changing the angles S1, S2, S3,..., The temperature is constant from the upstream side in the longitudinal direction of the duct to the downstream side in the longitudinal direction of the duct. It shows that the air conditioning effect can be exhibited uniformly.

  Further, as shown in FIG. 8, the angles S1, S2, S3,... Of the wind direction plate 42 with respect to the horizontal plane are not changed between the upstream side in the duct longitudinal direction and the downstream side in the duct longitudinal direction. It is also possible to adopt a simple configuration in which the direction branching duct 23 is perpendicular to the longitudinal direction (that is, S1 = S2 = S3 =... = 90 °). Even in the configuration in which the conditioned air is guided so as to flow vertically downward, the temperature distribution non-uniformity can be eliminated to a certain extent as indicated by the one-dot chain line in FIG.

  Furthermore, as shown in FIG. 9, the plurality of wind direction plates 42 may all be inclined at the same angle (ie, S1 = S2 = S3 =... <90 °).

  In addition, for example, as shown in FIG. 10, the wind direction plate 42 may be disposed only in a part in the longitudinal direction of the front branch duct 23 (preferably, a part including the upstream side in the duct longitudinal direction). In addition, the structure which abbreviate | omits a part of wind direction board 42 in this way is applicable also to the example shown in FIG.8 and FIG.9.

  As described above, the vehicle air conditioning duct 12 according to the present embodiment is installed on the ceiling 5 of the railway vehicle 1 so as to extend in the vehicle length direction, and the conditioned air adjusted by the air conditioner 11 is placed in the cabin 4. Supply. The vehicle air conditioning duct 12 includes a main duct 21, a chamber duct 22, a front branch duct 23, a guide plate 26, an outlet passage 40 b, and a wind direction plate 42. The main duct 21 is supplied with conditioned air from the air conditioner 11. The chamber duct 22 is disposed adjacent to the end of the main duct 21 in the vehicle width direction, and conditioned air is supplied from the main duct 21. The front branch duct 23 is arranged on the vehicle length direction end side with respect to the chamber duct 22, and conditioned air is supplied from the main duct 21. The guide plate 26 is provided in the main duct 21, changes the direction in which a part of the conditioned air supplied from the air conditioner 11 to the main duct 21 flows, and guides the part of the conditioned air to the front branch duct 23. . The blow-out passage 40 b is arranged over the entire length of the front branch duct 23, and the conditioned air flowing in the front branch duct 23 in a direction opposite to that of the previous conditioned air guided by the guide plate 26 is positioned below the main duct 21. Is supplied from the front branch duct 23 into the guest room 4 to be operated. The wind direction plate 42 is disposed at least in the outlet passage 40b, so that the conditioned air flows vertically downward (FIG. 8), or flows downwardly obliquely below the side closer to the guide plate 26 (FIGS. 6 and 9). And FIG. 10), the direction in which the conditioned air flows is guided.

  Thereby, in the passenger compartment 4, the conditioned air can be satisfactorily reached at a portion directly below the upstream end of the front branch duct 23 in the longitudinal direction of the duct. As a result, the air conditioning effect in the cabin 4 can be made substantially uniform with a simple configuration.

  Further, in the vehicle air conditioning duct 12 of the present embodiment, a plurality of wind direction plates 42 are arranged side by side in the longitudinal direction of the front branch duct 23. When the side where the conditioned air is supplied from the main duct 21 in the longitudinal direction of the front branch duct 23 is the upstream side in the longitudinal direction of the duct, and the side opposite to the side where the conditioned air is supplied is the downstream side in the longitudinal direction of the duct. The angle formed by the wind direction plate 42 positioned on the upstream side in the longitudinal direction with respect to the horizontal plane is smaller than the angle formed by the wind direction plate 42 positioned on the downstream side in the longitudinal direction of the duct with respect to the horizontal plane (for example, S1 <S6 in FIG. 6). .

  As a result, the flow of the conditioned air flows in the direction of the wind so that more conditioned air reaches the portion immediately below the duct longitudinally upstream side of the front branch duct 23 in the cabin 4 as compared to the portion directly below the longitudinally downstream side. It can be guided by the plate 42. As a result, it becomes easy to make the air conditioning effect in the cabin 4 substantially uniform.

  Further, in the vehicle air conditioning duct 12 of the present embodiment, the angle formed by the wind direction plate 42 with respect to the horizontal plane increases from the upstream side in the longitudinal direction of the duct toward the downstream side in the longitudinal direction of the duct (for example, S1 <in FIG. 6). S2 <S3 <... <S6).

  Thereby, the direction in which conditioned air flows from the outlet passage 40b into the passenger compartment 4 can be gradually changed from the upstream side in the longitudinal direction of the duct toward the downstream side in the longitudinal direction of the duct as shown in FIG. 6, for example. Therefore, the air conditioning effect can be made fine and uniform.

  Moreover, the railway vehicle 1 of the present embodiment includes the vehicle air conditioning duct 12 and the air conditioner 11 that supplies conditioned air to the vehicle air conditioning duct 12.

  That is, the configuration that can easily improve the uniformity of the air-conditioning effect in the passenger cabin 4 as described above is suitable when the passenger car is elongated in the vehicle length direction and can be crowded with passengers like the railway vehicle 1. .

  Next, a second embodiment will be described. FIG. 11 is a plan view showing the overall configuration of the vehicle air conditioning duct 12x according to the second embodiment. In the following description of the present embodiment, the same or similar members as those of the above-described embodiment are denoted by the same reference numerals in the drawings, and the description may be omitted.

  As shown in FIG. 11, the vehicle air conditioning system 10x provided in the railway vehicle 1x is composed of one air conditioner 11 and a vehicle air conditioning duct 12x.

  The air conditioner 11 is disposed in the center portion in the vehicle length direction and the center portion in the vehicle width direction in the railway vehicle 1x.

  The vehicle air-conditioning duct 12x is mainly composed of one main duct 21x, two chamber ducts 22x, and two front branch ducts (branch ducts) 23x.

  The main duct 21x is formed in a rectangular shape in plan view, and is arranged on one side in the vehicle length direction with respect to the air conditioner 11. The main duct 21x is not provided with the partition plate 25 shown in the first embodiment (FIG. 2).

  The chamber duct 22x is disposed so as to contact the main duct 21x at both ends in the vehicle width direction of the main duct 21x.

  The front branch duct 23x is arranged on one side in the vehicle length direction with respect to the chamber duct 22x. Further, the front branch duct 23x is disposed on both sides in the vehicle width direction with respect to the air conditioner 11. In order to guide the conditioned air to the front branch duct 23x, a guide plate 26 is provided on the main duct 21x.

  In the vehicle air conditioning duct 12x configured as described above, the conditioned air generated by the air conditioner 11 is sent to the main duct 21x, and then to any one of the chamber duct 22x and the front branch duct 23x. It arrives and is supplied into the cabin from a blow-out passage (not shown) arranged at the lower part of the duct.

  Although not shown in detail, a blowing passage having substantially the same configuration as the blowing passage 40b shown in FIG. 6 is connected to the front branch duct 23x. In addition, a wind direction plate having the same configuration as that shown in FIG. 6 is provided in the outlet passage. Therefore, in the vehicle air-conditioning duct 12x, the air-conditioning effect in the cabin can be uniformly exhibited with a simple configuration, similarly to the vehicle air-conditioning duct 12 of the first embodiment.

  Next, a third embodiment will be described. FIG. 12 is a plan view showing the overall configuration of the vehicle air conditioning duct 12y according to the third embodiment.

  As shown in FIG. 12, the vehicle air conditioning system 10y provided in the railway vehicle 1y includes one air conditioner 11 and a vehicle air conditioning duct 12y.

  The air conditioner 11 is arranged at one end portion in the vehicle length direction and at the center portion in the vehicle width direction in the railway vehicle 1y.

  The vehicle air conditioning duct 12y is mainly configured by one main duct 21y, two chamber ducts 22y, and two front branch ducts (branch ducts) 23y.

  The main duct 21y is formed in a rectangular shape in plan view, and is disposed on one side in the vehicle length direction with respect to the air conditioner 11.

  The chamber duct 22y is disposed at both ends of the main duct 21y in the vehicle width direction so as to be in contact with the main duct 21y.

  The front branch duct 23y is arranged on one side in the vehicle length direction with respect to the chamber duct 22y. The front branch duct 23y is disposed on both sides in the vehicle width direction with respect to the air conditioner 11. In order to guide the conditioned air to the front branch duct 23y, a guide plate 26 is provided in the main duct 21y.

  In the vehicle air conditioning duct 12y configured as described above, the conditioned air generated by the air conditioner 11 is sent to the main duct 21y and then to any one of the chamber duct 22y and the front branch duct 23y. It reaches and is supplied into the passenger compartment 4 from a blow-out passage (not shown) disposed at the lower part of the duct.

  Although not shown in detail, a blowout passage having substantially the same configuration as the blowout passage 40b shown in FIG. 6 is connected to the front branch duct 23y. In addition, a wind direction plate having the same configuration as that shown in FIG. 6 is provided in the outlet passage. Therefore, also in the vehicle air conditioning duct 12y of the present embodiment, the air conditioning effect in the passenger compartment 4 can be uniformly exhibited with a simple configuration, similarly to the vehicle air conditioning duct 12 of the first embodiment.

  Next, a fourth embodiment will be described. FIG. 13 is a plan view showing the overall configuration of the vehicle air conditioning duct 12z according to the fourth embodiment.

  As shown in FIG. 13, the vehicle air conditioning system 10z provided in the railway vehicle 1z includes two air conditioners 11 (a first air conditioner 11a and a second air conditioner 11b) and a vehicle air conditioning duct 12z. ing.

  The two air conditioners 11 are arranged at both ends in the vehicle length direction and at the center in the vehicle width direction in the railway vehicle 1y.

  The vehicle air conditioning duct 12z includes one main duct 21z, two chamber ducts 22 (first chamber duct 22a and second chamber duct 22b), and four front branch ducts 23 (two first front branch ducts). 23a and two second front branch ducts 23b).

  The main duct 21 is formed in a rectangular shape in plan view, and is disposed so as to be sandwiched between the first air conditioner 11a and the second air conditioner 11b at the center in the vehicle length direction of the railway vehicle 1z. A partition plate 25z is provided inside the main duct 21z so as to connect the diagonal positions of the main duct 21z configured in a rectangular shape. By this partition plate 25z, the main duct 21z includes a main duct first chamber 21za into which conditioned air is sent from the first air conditioner 11a and a main duct second chamber 21zb into which conditioned air is sent from the second air conditioner 11b. It is divided into two spaces.

  The chamber duct 22 is disposed at both ends of the main duct 21 in the vehicle width direction so as to be in contact with the main duct 21. The first chamber duct 22a is adjacent to the main duct first chamber 21za formed in the main duct 21z, and the second chamber duct 22b is adjacent to the main duct second chamber 21zb formed in the main duct 21z.

  The front branch duct 23 is arranged on both sides in the vehicle length direction with respect to the chamber duct 22. Further, the front branch ducts 23 are arranged on both sides in the vehicle width direction with respect to the air conditioner 11. Specifically, the first front branch duct 23a is disposed on the side closer to the first air conditioner 11a than the chamber duct 22 (both sides in the vehicle width direction of the first air conditioner 11a). The second front branch duct 23b is arranged on the side closer to the second air conditioner 11b (both sides in the vehicle width direction of the second air conditioner 11b).

  In the vehicle air conditioning duct 12z configured as described above, the conditioned air generated by the air conditioner 11 is sent to the main duct 21z and then to any one of the chamber duct 22 and the front branch duct 23. It reaches and is supplied into the cabin from a blow-out passage (not shown) disposed below the duct.

  Although not shown in detail, the outlet branch duct 23 is connected to an outlet passage having substantially the same configuration as the outlet passage 40b shown in FIG. In addition, a wind direction plate having the same configuration as that shown in FIG. 6 is provided in the outlet passage. Therefore, also in the vehicle air conditioning duct 12z, the air conditioning effect in the cabin can be uniformly exhibited with a simple configuration, similarly to the vehicle air conditioning duct 12 of the first embodiment.

  Next, a modification of the above embodiment will be described. FIG. 14 is a front view showing a modified example in which the shape of the outlet passage 40 is changed.

  In FIG. 14, the blow-out passage 40v disposed below the chamber ducts 22, 22x, 22y, the front branch ducts 23, 23x, 23y, and the rear branch duct 24 and connected to the cabin 4 is seen in the vehicle length direction. Sometimes it is not a straight line but a curved line (specifically, an arc). Even with this configuration, the conditioned air can be diffused well in the cabin 4.

  The preferred embodiments and modifications of the present invention have been described above, but the above configuration can be modified as follows, for example.

  For example, the guide plate 26 can be formed in a polygonal line shape instead of being formed in a smoothly curved shape as shown in FIG. Further, the guide plate 26 may be configured to protrude into the front branch duct 23.

  The wind direction plate 42 can be formed in, for example, a curved plate shape or a bent plate shape, instead of a flat plate shape as shown in FIG.

  The wind direction plate 42 may be configured to protrude upward (inside the front branch duct 23) from the blowout passage 40b. Moreover, you may comprise so that the wind direction board 42 may protrude below from the blowing opening 41 of the blowing channel | path 40b.

  The number of the wind direction plates 42 can be any number of one or more per one outlet passage 40b.

  The wind direction plates 42 may be arranged at unequal intervals instead of being arranged at substantially equal intervals as shown in FIGS. 6, 8, and 9.

  The installation example of the wind direction plate 42 shown in FIGS. 8 to 10 can be applied not only in the first embodiment but also in the second to fourth embodiments.

  In the above embodiment, the width of the chamber ducts 22, 22x, 22y, the width of the front branch ducts 23, 23x, 23y, and the width of the rear branch duct 24 are equal in plan view. However, the width is not limited to this, and may be different. Moreover, although the said duct is arrange | positioned in the same position in the vehicle width direction, you may arrange | position with the gap in the vehicle width direction.

  In the above embodiment, two blowout passages 40 are formed for each duct (chamber ducts 22, 22x, 22y, front branch ducts 23, 23x, 23y, or rear branch ducts 24). However, it is not limited to this, and can be 1 or 3 or more. In addition, the number of outlet passages 40 can be varied for each duct.

1 Railway vehicles (vehicles)
4 Guest rooms 5 Ceiling part 11 Air conditioner (air conditioner)
12 Vehicle air-conditioning duct (Railway vehicle air-conditioning duct)
21, 21x, 21y, 21z Main duct 22, 22x, 22y Chamber duct 23, 23x, 23y Front branch duct (branch duct)
26 Guide plate (guide section)
40b Air outlet passage 41 Air outlet 42 Wind direction plate S Angle

Claims (4)

An air conditioning duct for a railway vehicle that is installed on the ceiling of the railway vehicle so as to extend in the vehicle length direction and supplies conditioned air adjusted by an air conditioner to the cabin.
A main duct to which the conditioned air is supplied from the air conditioner;
A chamber duct that is arranged adjacent to an end of the main duct in the vehicle width direction and is supplied with the conditioned air from the main duct;
A branch duct that is disposed on the vehicle length direction end side with respect to the chamber duct and is supplied with the conditioned air from the main duct;
A guide unit provided in the main duct, for changing a direction in which part of the conditioned air supplied from the air conditioner to the main duct flows, and guiding the conditioned air to the branch duct;
The conditioned air that is arranged over the entire length of the branch duct and flows in the branch duct in a direction opposite to that of the conditioned air before being guided by the guide portion is passed from the branch duct into the cabin located below the main duct. A blowing passage to be supplied;
A wind direction plate that is arranged at least in the outlet passage and guides the direction in which the conditioned air flows, so that the conditioned air flows vertically downward, or so that the lower side flows obliquely downward on the side closer to the guide portion;
An air conditioning duct for a railway vehicle, comprising: The air-conditioning duct for a railway vehicle according to claim 1,
A plurality of the wind direction plates are arranged in the longitudinal direction of the branch duct,
When the side in which the conditioned air is supplied from the main duct in the longitudinal direction of the branch duct is the upstream side in the longitudinal direction of the duct, and the side opposite to the side in which the conditioned air is supplied is the downstream side in the longitudinal direction of the duct,
The railway vehicle characterized in that an angle formed by the wind direction plate located upstream of the duct longitudinal direction with respect to a horizontal plane is smaller than an angle formed by the wind direction plate positioned downstream of the duct longitudinal direction with respect to the horizontal plane. Air conditioning duct. The railcar air conditioning duct according to claim 2,
An air conditioning duct for a railway vehicle, wherein an angle formed by the wind direction plate with respect to a horizontal plane increases from the upstream side in the longitudinal direction of the duct toward the downstream side in the longitudinal direction of the duct. An air conditioning duct for a railway vehicle according to any one of claims 1 to 3,
The air conditioner for supplying the conditioned air to the railcar air conditioning duct;
A railway vehicle comprising:

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