JP2505138Y2 - Ventilation system for vehicles - Google Patents

Description

[Detailed description of the device]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle ventilation device particularly suitable for a railway vehicle traveling at high speed.

[0002]

2. Description of the Related Art When a railway vehicle traveling at high speed enters a tunnel, a sudden pressure fluctuation outside the vehicle due to the shock wave propagates to the pressure inside the vehicle, and when it exceeds an allowable range,
It makes passengers uncomfortable.

Conventionally, various types of ventilation devices have been proposed to improve this. FIG. 7 is a schematic diagram showing the basic configuration of this type of ventilation device. As shown in the figure, the vehicle D is equipped with an air supply device 1 and an exhaust device 2 for supplying and exhausting air inside and outside the vehicle, respectively, as ventilation devices. The air supply device 1 has the throttle mechanism EV1 and the blower F1 from the upstream side to the main ventilation passage E1, and the exhaust device 2 has the throttle mechanism EV2 and the blower F1 from the upstream side to the main ventilation passage E2.
2 are connected to each other. In addition, R1, R
Reference numeral 2 indicates the air passage resistance of each of the main air passages E1 and E2. SK1,
SK2 is a silencer provided in each of the main ventilation passages E1 and E2.

Normally, the blower F1 of the air supply device 1 is operated at the intersection a12 of the blower characteristic curve M1 and the wind passage resistance curve R12 showing the total wind passage resistance of the main air passage, as shown in FIG. The supply air flow rate Q1 becomes Q12. In this state,
When the throttle mechanism EV1 is operated in the closing direction, the airflow resistance curve shifts from R12 to R11, the blower F1 is operated at the intersection a11 with the blower characteristic curve M1, and the supply air flow rate Q1 thereof.
Decreases from Q12 to Q11.

On the other hand, the blower F2 of the exhaust device 2 has an intersection a2 between the blower characteristic curve M2 and the wind passage resistance curve R22 indicating the total wind passage resistance of the main air passage, as indicated by the phantom line in the figure.
The exhaust flow rate Q2 is Q22. When the throttle mechanism EV2 is operated in the closing direction in this state, the airflow resistance curve shifts from R22 to R21, the blower F2 is operated at the intersection a21 with the blower characteristic curve M2, and the exhaust flow rate Q2 thereof is from Q22 to Q21. Decrease to. By the way, the reason why the vehicle interior pressure changes due to the fluctuation of the vehicle exterior pressure in the tunnel is that even if the vehicle D has an airtight structure, there is a slight gap, and therefore the vehicle D has a leakage flow rate Q3. This is because the balance between the supply air flow rate Q1 and the exhaust flow rate Q2 is lost.

In other words, the amount of air flowing into and out of the vehicle D such that the amount of air flowing into and out of the vehicle D per unit time is (Q2 + Q3) -Q1 = 0 (1). If the vehicle interior pressure is constantly kept constant by changing the vehicle pressure according to the fluctuation of the vehicle exterior pressure, the passenger's hearing will not be uncomfortable.

In view of this, there is a conventional structure in which the amount of air flowing into and out of the vehicle D per unit time satisfies the formula (1), for example, Japanese Patent Laid-Open Nos. 63-199170 and 1-168560. In each of Japanese Patent Application Laid-Open No. 3-104770, a pressure relief device corresponding to the throttle mechanisms EV1 and V2 is provided, and the cross-sectional area of the ventilation passages E1 and E2 is changed by the pressure relief device according to the fluctuation of the pressure outside the vehicle. In addition, it is disclosed that the supply / exhaust flow rates Q1, Q2 of the blowers F1, F2 are controlled.

Further, in Japanese Patent Laid-Open No. 63-315365, the outside pressure of a vehicle is detected, and the rotation speed of each of the blowers F1 and F2 is made variable according to the pressure fluctuation, and the supply of each of the blowers F1 and F2 is changed. What controls the exhaust flow rates Q1 and Q2 is disclosed.

Further, in Japanese Patent Application Laid-Open No. 64-18766, as each of the above-mentioned blowers F1 and F2, one of eyebrow type and Mitsuba type is used.
It is disclosed that a positive displacement fan in which a pair of rotors are meshed with each other is used, and the fluctuation of the vehicle exterior pressure is blocked by the meshing of the rotors to suppress propagation to the pressure in the vehicle.

[0010]

By the way, when the vehicle speed is further increased in the future, the pressure fluctuation in the tunnel increases almost in proportion to the square of the speed. It is desired to cut off at a part and suppress the pressure fluctuation from propagating to the pressure inside the vehicle. Based on this point of view, JP-A-64-187
Although it is desirable to use the positive displacement blower disclosed in Japanese Patent Publication No. 66, there is a problem that this positive displacement blower is large and heavy.

Therefore, although a small and lightweight centrifugal blower has been conventionally used, this centrifugal blower has low maximum static pressures h1max and h2max shown in FIG. Since the changes in the flow rates Q1 and Q2 are large and the cutoff characteristics of the pressure inside and outside the vehicle are bad, it is effective that the high pressure fluctuations that occur when passing through the tunnel are propagated inside the vehicle as the vehicle speed increases. Can not be shut off.

Further, as pointed out in Japanese Patent Laid-Open No. 63-199170, the pressure difference between the inside and outside of the vehicle is determined by the blower characteristic curve M.
When hx exceeds 1 and M2 h1max and h2max, for example, the flow rate of the air supply blower F1 becomes -Q13, and the air flow rate of the air blower F1 that should perform the air supply operation flows backward, and the exhaust air blower F2. At the same time, the exhaust operation is performed, and not only the above-mentioned formula (1) is not satisfied, but also the pressure inside the vehicle is rapidly lowered.

Further, as in Japanese Patent Laid-Open No. 63-199170, when the supply / exhaust flow rates Q1, Q2 of the blowers F1, F2 are controlled by the throttle mechanisms EV1, V2,
For example, if the throttling mechanism EV1 is excessively throttled, the flow rate Q1 of the blower F1 repeats unstable operation, vibration and noise occur in the blower F1, and a surging phenomenon occurs in which normal operation cannot be performed. Therefore, the blower flow rates Q1 and Q2 of the blowers F1 and F2 cannot be narrowed down to a small extent, and it is extremely difficult to satisfy the above-mentioned expression (1).

A diaphragm mechanism EV provided in such a main ventilation passage
In order to solve the problems associated with the control of the supply / exhaust flow rate by the EV1 and EV2, an auxiliary ventilation passage is provided on the discharge side of the blower of the air supply device so that a part of the supply air flow is branched and discharged outside the vehicle. The inventors of the present invention separately filed a patent on the same date that an auxiliary ventilation passage is provided on the suction side of the blower of the device to mix a part of the air outside the vehicle. However, when a part of the air supply flow rate is discharged outside the vehicle or a part of the air outside the vehicle is mixed into the exhaust gas flow rate by providing the auxiliary ventilation passage in this way, the generation of noise due to the inflow or outflow of air is prevented. In order to prevent it, it is necessary to install a silencer in the auxiliary ventilation duct as well as in the main ventilation duct, and as a result, the number of silencers will increase, and the increase in the weight of the silencers and the installation space will be an issue. There is.

[0015]

A vehicle ventilator according to the present invention comprises an air supply device and an exhaust device for a vehicle, wherein each air supply / exhaust device supplies and exhausts air through a muffler. A blower incorporated in the main air passage for the air, and the main air blow for the air supply on the suction side of the blower
Combined with the silencer for air supply built into the passage and the main ventilation passage for exhaust
Incorporated blower and above on the exhaust side of this blower
And exhaust muffler incorporated in the exhaust main air passage, one end connected to the discharge side of the air supply <br/> blower and feeding the other end of which is connected to the exhaust <br/> silencer a gas auxiliary air passage, wherein the suction end is connected to the side and the other end portion of the exhaust blower is provided with a connecting exhaust auxiliary air passage to supply air silencer.

[0016]

In a vehicle ventilation system according to the present invention, at least one of an air supply system and an exhaust system for a vehicle is provided with a blower incorporated in a main ventilation passage and a discharge side or a suction side of the blower. It is characterized by comprising an auxiliary ventilation passage having one end connected and the other end connected to the silencer of the other air supply / exhaust device, and an adjustable throttle mechanism incorporated in the auxiliary ventilation passage. To do.

[0017]

According to the present invention, when a pressure difference is generated inside and outside the vehicle, the throttle mechanism is controlled to change the flow rate of the blower and adjust the amount of air flowing into and out of the vehicle body so that the pressure inside the vehicle does not fluctuate. To control.

As each of the above-mentioned blowers, a blower which generates a high static pressure such as a vortex blower is used, and the change in the flow rate can be reduced with respect to the change in the static pressure. Therefore, the cutoff characteristic of the vehicle exterior pressure is good, and it is possible to effectively suppress the fluctuation of the vehicle exterior pressure from propagating to the vehicle interior pressure.

Originally, this type of blower has a structure in which a throttle mechanism is connected in series to a blower incorporated in a main ventilation passage.
As the blower flow rate decreases, its power increases, which results in energy loss. However, when the auxiliary air duct is connected in parallel to the main air duct with the blower installed and the auxiliary air duct throttling mechanism is narrowed down from the fully open state to the fully closed state, its power gradually increases, and this power is supplied to the inside of the vehicle. Since the air flow rate is increasing, the energy can be effectively used.

Further, even if the main airflow restricting mechanism A is fully closed, if the auxiliary airflow restricting mechanism is opened, it will not reach the surging area in the vicinity where the flow rate of the blower becomes small.
It is possible to effectively prevent the blower from repeating unstable operation to generate vibration and noise, and to perform normal operation. In addition, since the auxiliary ventilation passage can also serve as a muffler for the main ventilation passage, the auxiliary ventilation passage can be made small and lightweight, and the vibration and noise from the blower can be effectively prevented from leaking to the outside.

Since the ventilator of the present invention has an auxiliary ventilation passage communicating from the air supply device to the exhaust device or an auxiliary ventilation passage communicating from the exhaust device to the air supply device, the ventilation device integrated with the air supply device and the exhaust device. In this case, the auxiliary ventilation passage can be shortened, which is economically advantageous. In particular, the ventilation device of the type in which the air supply blower and the exhaust air blower are driven by a single electric motor has a significant economic effect.

[0022]

EXAMPLES Example 1. FIG. 1 is a schematic diagram showing a basic configuration of a vehicle ventilation device according to the present invention. As shown in the figure, the air supply device 1 is
A main air passage E1 for supplying air to the vehicle D, an air supply fan F1 incorporated in the main air passage E1, and an air supply fan F for this air supply.
1 has one end connected to the discharge side and the other end connected to the exhaust device 2
Auxiliary air passage S1 connected to the muffler SK2, a main air passage restricting mechanism (hereinafter referred to as "air supply air passage restrictor") EV1 incorporated in the main air passage E1, and an auxiliary air passage S1. The auxiliary air passage throttle mechanism for bleed air (hereinafter, referred to as “bleed air throttle”) SV1. On the other hand,
The exhaust device 2 has a main air passage E2 exhausted from the vehicle D, an exhaust blower F2 incorporated in the main air passage E2, one end connected to the suction side of the exhaust blower F2, and the other end An auxiliary air passage S2 connected to the muffler SK1 of the air supply device 1, a main air passage throttle mechanism (hereinafter referred to as "exhaust air passage throttle") EV2 incorporated in the main air passage E2, and the above-mentioned auxiliary. It is composed of an auxiliary airflow throttle mechanism for air-fuel mixture (hereinafter referred to as “air-fuel mixture throttle”) SV2 incorporated in the air passage S2.

In the above structure, when the bleeding throttle SV1 is fully closed and the air supply air passage throttle EV1 is fully opened in the normal ventilation state, the blower F1 of the air supply device 1 is as shown in FIG. 2 (A). , Blower characteristic curve M1 and airway resistance curve R1a
The vehicle is operated at the intersection a1 with the air supply flow rate Q11 into the vehicle becomes the blower flow rate Q1a. At this time, the static pressure h of the blower F1 is h1a and its power L is L as shown in FIG.
1a.

When the extraction throttle SV1 is operated in the opening direction in this state, one portion Q12 of the blower flow rate Q1 is discharged to the outside through the auxiliary ventilation passage S1 and the silencer SK2, and the air passage resistance is reduced. As a result, the combined air duct resistance curve R1b is obtained, and the air supply fan F1 is operated by moving from the a1 point to the b1 point on the fan characteristic curve M1. That is, the flow rate Q1 of the blower F1 increases from Q1a to Q1b, while the static pressure h changes from h1a to h1b and the power L changes from L1a to L1b.
To decrease respectively. Therefore, the air volume Q11 supplied to the vehicle D becomes the operating point b11 on the resistance curve R1a which is the series air passage resistance of the air supply fan F1, and changes from Q1a to Q1.
11b.

Further, when the bleeding throttle SV1 is operated in the opening direction, a combined air passage resistance curve R1c is obtained, and the air supply blower F1 is operated by moving from the b1 point to the c1 point on the blower characteristic curve M1. The flow rate Q1 of the blower F1 increases from Q1b to Q1c, while the static pressure h changes from h1b to h1c.
In addition, the power L decreases from L1b to L1c, respectively. Therefore, for the same reason, the air volume Q11 supplied to the vehicle D becomes the operating point c11 on the series air passage resistance curve R1a and decreases from Q11b to Q11c.

On the other hand, in the blower F2 of the exhaust device 2, when the air-mixing throttle SV2 is fully closed and the exhaust ventilation throttle EV2 is fully opened in a normal ventilation state, as shown in FIG.
Intersection a2 of the blower characteristic curve M2 and the airway resistance curve R2a
The exhaust flow rate Q21 to the outside of the vehicle is the blower flow rate Q2
a. At this time, the static pressure h of the blower F2 is h2.
a, and the power L thereof is L2a as shown in FIG.

In this state, when the air-mixing throttle SV2 is operated in the opening direction, the outside air having a flow rate Q22 is sucked into the blower F2 through the silencer SK1 and the auxiliary ventilation passage S2,
The airflow resistance is released to the outside, resulting in a combined airflow resistance curve R2b, and the exhaust blower F2 has a blower characteristic curve M.
2 is moved from point a2 to point b2. That is, the flow rate Q2 of the blower F2 is increased from Q2a to Q2b, while the static pressure h is changed from h2a to h2b and the power L is changed to L.
2a to L2b respectively. Therefore, vehicle D
The air volume Q21 exhausted from the exhaust air blower becomes the operating point b21 on the series air passage resistance curve R2a of the exhaust blower F2 and becomes Q2a.
To Q21b.

Further, when the air-mixing throttle SV2 is operated in the opening direction, an air-path resistance curve R2c is obtained, and the exhaust blower F
2 is operated by moving from the b2 point to the c2 point on the blower characteristic curve M2, and the flow rate Q2 of the blower F2 is Q2b to Q2.
2c, while the static pressure h decreases from h2b to h2c and the power L decreases from L2b to L2c. Therefore, the air volume Q21 supplied to the vehicle D becomes the operating point c21 on the series air passage resistance curve R2a, and the air volume Q21 changes from Q2b to Q2b.
21c.

By the way, each of the blowers F1 and F2 has a diaphragm E.
When V1 and EV2 are connected in series as shown in FIG. 4, the flow rates Q1 and Q2 are, for example, from Q1b (Q2b) to Q1a.
As it decreases to (Q2a), its power L is L
1b (L2b) to L1a (L2a), respectively, and this becomes energy loss. However, in each of the air supply / exhaust devices 1 and 2, the throttles SV1 and SV2 are connected in parallel to the main air passages E1 and E2 as shown in FIG. 1, so that, for example, as shown in FIG. Fully open state (intersection c
When narrowing down from 1) to the fully closed state (intersection a1),
The power L is from L1c to L1a as shown in FIG.
The air supply flow rate into the vehicle Q11 is Q11.
Since it is in the direction of increasing to c, Q11b, and Q1a, energy can be effectively utilized. As a result, as shown in FIG. 3, the exhaust device 2 can have the same effect.

Further, even if the throttles SV1 and SV2 are fully closed, as is apparent from FIGS. 2 and 3, the surging regions SJ in the vicinity where the flow rates Q1 and Q2 of the blowers F1 and F2 are zero are not reached. , The above blowers F1 and F
It is possible to effectively prevent the vibration and noise from being generated by repeating the unstable operation of No. 2 and perform normal operation. Moreover, since each of the auxiliary ventilation passages S1 and S2 can also serve as the mufflers SK1 and SK2 of the main ventilation passages E1 and E2, the auxiliary ventilation passages S1 and S2 are small and lightweight, and vibrations and noises from the blowers F1 and F2 are externally transmitted. It can effectively prevent leakage.

Embodiment 2 FIG. FIG. 5 is a schematic diagram showing an example of a vehicle ventilation device according to the present invention applied to a railway vehicle. In FIG.
The same or corresponding parts are designated by the same reference numerals, and detailed description thereof will be omitted.

As shown in the figure, the air supply / exhaust devices 1, 2 are housed under the floor forming the passenger compartment K in the vehicle D, and the main air passage E1 on the discharge side of the air supply blower F1.
Is connected to the air supply duct KD formed on the outer periphery of the passenger compartment K, and the main air passage E on the suction side of the exhaust blower F2.
2 is connected to an exhaust duct HD formed on the outer periphery of the passenger compartment K. The fresh air Q1 sucked by the air supply fan F1 is supplied with the main air passage E1 and the auxiliary air passage S for extraction air.
The air quantity Q11 and Q12 are respectively branched to 1, and the air of the air quantity Q11 is supplied to the passenger compartment K from the air outlet FK through the main air passage E1. The polluted air Q21 in the passenger compartment K passes through the main ventilation passage E2 from the exhaust port HK formed in the lower portion of the passenger compartment K, and the flow rate Q22 from the auxiliary ventilation passage S2.
Along with the inflowing air of
The air of 2 is discharged outside the vehicle.

Example 3. FIG. 6 is a schematic diagram showing a concrete example of a vehicle ventilation device according to the present invention. In the figure, parts that are the same as or equivalent to those in FIG. As shown in the figure, the bleeding throttle SV1 in the air supply device 1 is provided with SV11 and SV12 connected in parallel to the main air passage E1 and the auxiliary air passage S1 on the discharge side of the air supply fan F1. Further, the air-fuel mixture throttle SV2 in the exhaust device 2 is provided by connecting the electromagnetic valves SV21 and SV22 in parallel to the auxiliary air passage S2 on the suction side of the air supply fan F2.

An internal pressure sensor C1 is provided inside the vehicle D.
However, the outside pressure sensor C2 is set outside the vehicle D,
The detection signal is input to the control device SS, and the predetermined electromagnetic valves are opened and closed. In this embodiment, the supply air ventilation throttle EV1 and the exhaust ventilation throttle E
The case where V2 is not provided is disclosed.

Now, the pressure sensors C1 and C inside and outside the vehicle
The detection signal of 2 is input to the control device SS, and the control device S
In S, for example, the supply air flow rate Q11 and the exhaust gas flow rate Q21 that suppress the change speed of the vehicle interior pressure within a predetermined range and do not make the passenger's hearing uncomfortable are calculated, and the supply and exhaust flow rate corresponding thereto are calculated. In this way, the above electromagnetic valves are sequentially excited to open and close.

For example, when the pressure inside the vehicle is about to rise,
The control device SS is the extraction electromagnetic valves SV11, SV1.
2 is sequentially opened according to the increasing speed of the vehicle interior pressure to reduce the supply air flow rate Q11 and finally suppress the increase of the vehicle interior pressure. On the other hand, when the vehicle interior pressure is about to decrease, the control device SS sequentially opens the air-fuel mixture electromagnetic valves SV21 and SV22 according to the rate of decrease of the vehicle interior pressure to reduce the exhaust flow rate Q21 and finally the vehicle interior. Suppress pressure drop. The main air passages E1 of the air supply and exhaust devices 1 and 2 are
A silencer SK is set at each of the inlets and outlets of the E2 to reduce noise.

Further, electromagnetic valves for extraction air SV11, SV1
The air discharged through 2 is guided to the muffler SK2 on the exhaust side via the auxiliary ventilation passage S1 and discharged outside the vehicle. The air mixed through the air-mixing electromagnetic valves SV21 and SV22 is guided through the muffler SK2 on the air supply side and the auxiliary ventilation passage S2. In this way, noise of the air passing through the auxiliary ventilation passages S1 and S2 associated with the extracted air and the mixed air can be reduced by the silencers SK2 and SK1.

Embodiment 4 FIG. In FIG. 6, instead of the electromagnetic valve, a damper, a gate valve, a sphere valve, etc. may be driven electrically, pneumatically and hydraulically. Also, it may be configured by a servo system.

Example 5. 1 to 6, one of the air supply device 1 and the exhaust device 2 may have the above-described configuration, and the other may have a known configuration.

[0040]

As described in detail above, the present invention effectively blocks the propagation of high pressure fluctuations that occur when passing through a tunnel inside a train as the train speed increases, and A stable air supply / exhaust operation can be achieved without energy loss, and a small, lightweight, low noise ventilation device can be provided.

[Brief description of drawings]

FIG. 1 is a schematic diagram illustrating a basic configuration of a vehicle ventilation device according to a first exemplary embodiment.

FIG. 2 is a characteristic diagram for explaining the operation on the air supply side in the first embodiment.

FIG. 3 is a characteristic diagram for explaining the operation on the exhaust side in the first embodiment.

FIG. 4 is a schematic diagram showing a basic configuration for helping understanding of the vehicle ventilation device in the first embodiment.

FIG. 5 is a schematic diagram showing a vehicle ventilation device according to a second embodiment.

FIG. 6 is a schematic diagram of a vehicle ventilation device according to Examples 3 to 5.

FIG. 7 is a schematic diagram showing a basic configuration of a conventional vehicle ventilation device.

FIG. 8 is a characteristic diagram for explaining the operation of the conventional ventilation device.

[Explanation of symbols]

 1 Air supply device 2 Exhaust device D Vehicle E1 Main air passage for air supply F1 Air blower for air supply S1 Auxiliary air passage for bleed air SV1 Auxiliary air passage throttle mechanism for bleed air SK1 Muffler for air supply E2 Main air passage for exhaust F2 For exhaust air Blower S2 Auxiliary ventilation passage for air mixture SV2 Auxiliary air passage throttle mechanism for air mixture SK2 Exhaust silencer

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Fumihito Kimura Inventor Fumihito Kimura 3-1, 1-1 Higashikawasaki-cho, Chuo-ku, Kobe-shi, Hyogo Kawasaki Heavy Industries, Ltd. Kobe factory (72) Katsuji Kuwazawa Higashi-kawasaki, Chuo-ku, Kobe-shi, Hyogo Machi 3-chome 1-1 Kawasaki Shigekogyo Co., Ltd. Kobe factory (56) Reference JP-A-2-63960 (JP, A) Actual development Sho-51-634 (JP, U) Actual development 1-142365 (JP , U)

Claims (1)

(57) [Scope of utility model registration request] [Claim 1, further comprising a supply device and an exhaust device for a vehicle, and each of the supply and exhaust device for a vehicle ventilation system which performs supply and exhaust through the muffler, built into the air supply main air passage blower, this The air supply main passage on the suction side of the blower
For the silencer for air supply incorporated in the air passage and the main air passage for exhaust
Built-in blower and top on the exhaust side of this blower
Exhaust silencer installed in the main ventilation duct for exhaust and air supply
One end connected to the discharge side of the use the blower and the other end portion the exhaust
And air supply auxiliary air passage connected to the use muffler, the suction end is connected to the side and the other end portion of the exhaust blower is provided with a connecting exhaust auxiliary air passage to the air supply muffler A vehicle ventilation device characterized by the above.