JP4206166B2 - Railway vehicle ventilation system - Google Patents

Railway vehicle ventilation system Download PDF

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Publication number
JP4206166B2
JP4206166B2 JP09291599A JP9291599A JP4206166B2 JP 4206166 B2 JP4206166 B2 JP 4206166B2 JP 09291599 A JP09291599 A JP 09291599A JP 9291599 A JP9291599 A JP 9291599A JP 4206166 B2 JP4206166 B2 JP 4206166B2
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Prior art keywords
intake
duct
exhaust
blower
main
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JP2000280897A (en
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英明 山田
圭二 吉村
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Description

【０００１】
【発明の属する技術分野】
この発明は、外気を車体内に吸気して車体内の空気を車外に排気する鉄道車両用換気装置に関する。
【０００２】
【従来の技術】
図５及び図６は、例えば特開昭６０−４２１５２号公報に示された従来の鉄道車両用換気装置を示す図で、図５は車体の側面図、図６は図５の車体に設けられた換気装置の概念的構成図である。図において、１は車室２が形成された車体、３は送気側が車室２に接続された吸気用送風機、４は吸気側が車室２に接続された排気用送風機である。
【０００３】
５は車体１に設けられて外気に連通した吸気口、６は一端が吸気口５に連通し他端は吸気用送風機３の吸気側に接続された吸気ダクト、７は車体１に設けられて外気に連通した排気口、８は一端が排気口７に連通し他端は排気用送風機４の送気側に接続された排気ダクトである。
【０００４】
従来の鉄道車両用換気装置は上記のように構成され、吸気用送風機３及び排気用送風機４が付勢されると、外気が吸気口５から吸気ダクト６を経て吸気用送風機３によって吸入されて車室２へ送気される。そして、排気用送風機４によって車室２の空気が吸入されて排気ダクト８を経て排気口７から送出されて車室２内を換気するようになっている。
【０００５】
【発明が解決しようとする課題】
上記のような従来の鉄道車両用換気装置では、車体１がトンネルに進入するとき、また列車相互がすれ違うときに発生する圧力変動が車室２に伝播する。この圧力変動が車室２に伝播することを緩和するために圧力損失の大きい吸気ダクト６、排気ダクト８が装備されると共に、圧力損失の大きいことに対応するために高静圧の吸気用送風機３及び排気用送風機４が装備される。
【０００６】
そして、車体１の停止時であって圧力変動がない場合でも、車室２の換気のために、高静圧の吸気用送風機３及び排気用送風機４が高回転速度で運転される。このような高静圧送風機の運転のために、停車中であるときの騒音が大きくなるという問題点があった。さらに、高静圧送風機による送風では空気の圧力が上昇すると共に、空気の温度も上昇するので車室２の空気調和負荷が増すという問題点があった。
【０００７】
この発明は、かかる問題点を解消するためになされたものであり、停車中において車室の良好な居住性が得られ、しかも効率よく空気調和できる鉄道車両用換気装置を得ることを目的とする。
【０００８】
【課題を解決するための手段】
この発明に係る鉄道車両用換気装置においては、送気側が車体の車室に接続された吸気用送風機と、吸気側が車室に接続された排気用送風機と、一端が外気に連通し他端は吸気用送風機の吸気側に接続された主吸気ダクトと、一端が外気に連通し他端は吸気用送風機の吸気側に接続され、主吸気ダクトに連通して配置された副吸気ダクトと、一端が外気に連通し他端は排気用送風機の送気側に接続された主排気ダクトと、一端が外気に連通し他端は排気用送風機の送気側に接続され、主排気ダクトに連通して配置された副排気ダクトと、副吸気ダクト及び副排気ダクトにそれぞれ設けられたダンパと、車体の走行時にはダンパに閉塞動作を指令し、車体の停止時にはダンパに開放動作を指令すると共に吸気用送風機に低回転速度動作を指令する制御装置とが設けられる。
【０００９】
また、この発明に係る鉄道車両用換気装置においては、副吸気ダクトが、主吸気ダクトの吸気用送風機寄り位置において主吸気ダクトに連通して配置され、副排気ダクトが、主排気ダクトの排気用送風機寄り位置において主排気ダクトに連通して配置される。
【００１０】
【発明の実施の形態】
実施の形態１．
図１〜図４は、この発明の実施の形態の一例を示す図で、図１は鉄道車両用換気装置の概念的構成図、図２は図１における送風機の特性とダクト抵抗の関係を示すグラフ、図３は図１の車体の走行時の状態を示す図１相当図、図４は図１の車体の停止時の状態を示す図１相当図である。図において、１は車室２が形成された車体、３は送気側が車室２に接続された吸気用送風機、４は吸気側が車室２に接続された排気用送風機である。
【００１１】
５は車体１に設けられて外気に連通した主吸気口、６は一端が主吸気口５に連通し他端は吸気用送風機３の吸気側に接続された主吸気ダクト、７は車体１に設けられて外気に連通した主排気口、８は一端が主排気口７に連通し他端は排気用送風機４の送気側に接続された主排気ダクト、９は車体１に設けられて外気に連通した副吸気口、１０は一端が副吸気口９に連通し他端は主吸気ダクト６の吸気用送風機３寄りに接続された副吸気ダクトである。
【００１２】
１１は車体１に設けられて外気に連通した副排気口、１２は一端が副排気口１１に連通し他端は主排気ダクト８の排気用送風機４寄りに接続された副排気ダクト、１３は副吸気ダクト１０及び副排気ダクト１２にそれぞれ設けられたダンパで、車体の走行時には閉塞動作し車体の停止時には開放動作する。１４は制御装置で、吸気用送風機３、排気用送風機４及びダンパ１３のそれぞれに接続されている。
【００１３】
上記のように構成された鉄道車両用換気装置において、吸気用送風機３及び排気用送風機４が付勢されて、車体１が走行中であれば制御装置１４の動作によってダンパ１３が閉塞動作して図３に示すように、副吸気ダクト１０及び副排気ダクト１２が閉塞されて、外気が主吸気口５から主吸気ダクト６を経て吸気用送風機３によって吸入されて車室２へ送気される。そして、排気用送風機４によって車室２の空気が吸入されて主排気ダクト８を経て主排気口７から送出されて車室２内が換気される。
【００１４】
このように車体１が走行中である場合には、車室２内が主吸気ダクト６及び主排気ダクト８を介して換気される。このため、ダクトの圧力損失が大きくなり、また高静圧の吸気用送風機３及び排気用送風機４が動作することによって車体１がトンネルに進入すること等によって発生する圧力変動が車室２に伝播する不具合が緩和される。
【００１５】
また、車体１が停止中であれば制御装置１４の動作によって、ダンパ１３が開放動作して図４に示すように、外気が主吸気口５から主吸気ダクト６と、副吸気口９から副吸気ダクト１０との両方を経て吸気用送風機３によって吸入されて車室２へ送気される。そして、排気用送風機４によって車室２の空気が吸入されて主排気ダクト８を経て主排気口７と、副排気ダクト１２を経て副排気口１１との双方から送出されて車室２内が換気される。
【００１６】
このように車体１が停止中であるときには、車室２内が主吸気ダクト６及び副吸気ダクト１０並びに主排気ダクト８及び副排気ダクト１２を介して換気される。このため、ダクトの圧力損失が小さくなり吸気用送風機３の回転速度を下げた場合に、図２に示すように吸気用送風機３の動作ポイントがＡ点からＢ点へ移動する。
【００１７】
したがって、吸気用送風機３の回転速度を下げたときであっても、送風量が低下しない。このため、吸気用送風機３、排気用送風機４を低い回転速度で運転することが可能になり、吸気用送風機３等の運転に起因する騒音を少なくすることができる。
【００１８】
また、車体１が停止中であれば制御装置１４の動作によって、吸気用送風機３及び排気用送風機４のうち少なくとも吸気用送風機３が低い回転速度で動作するので、吸気用送風機３からの送気圧力の上昇が抑制される。これによって、吸気用送風機３からの送気の温度上昇を少なくすることができる。したがって、車室２の空気調和負荷が小さくなって効率よく空気調和できるので、停車中における車室の居住性を向上し、かつ空気調和エネルギーを節減することができる。
【００１９】
【発明の効果】
この発明は以上説明したように、送気側が車体の車室に接続された吸気用送風機と、吸気側が車室に接続された排気用送風機と、一端が外気に連通し他端は吸気用送風機の吸気側に接続された主吸気ダクトと、一端が外気に連通し他端は吸気用送風機の吸気側に接続され、主吸気ダクトに連通して配置された副吸気ダクトと、一端が外気に連通し他端は排気用送風機の送気側に接続された主排気ダクトと、一端が外気に連通し他端は排気用送風機の送気側に接続され、主排気ダクトに連通して配置された副排気ダクトと、副吸気ダクト及び副排気ダクトにそれぞれ設けられたダンパと、車体の走行時にはダンパに閉塞動作を指令し、車体の停止時にはダンパに開放動作を指令すると共に吸気用送風機に低回転速度動作を指令する制御装置とを設けたものである。
【００２０】
これによって、車体が走行中である場合には、車室内が主吸気ダクト及び主排気ダクトを介して換気されるので、ダクトの圧力損失が大きくなり、また高静圧の吸気用送風機等が動作することにより、車体がトンネルに進入すること等によって発生する圧力変動が車室に伝播する不具合を緩和する効果がある。
また、車体が停止中であれば制御装置の動作によって、ダンパが開放動作して外気が主吸気ダクトと副吸気ダクトとの両方を経て吸気用送風機によって吸入されて車室へ送気される。そして、排気用送風機によって車室の空気が吸入されて主排気ダクトと副排気ダクトとの双方から外部へ送出されて車室内が換気される。このため、ダクトの圧力損失が小さくなり吸気用送風機の回転速度を下げた場合にも送風量が低下しない。このため、少なくとも吸気用送風機を低い回転速度で運転することが可能になり、吸気用送風機等の運転に起因する騒音を少なくする効果がある。
また、車体の停止中には吸気用送風機等が低い回転速度で動作するので、送気圧力の上昇が抑制される。これによって、吸気用送風機からの送気の温度上昇が少なくなり、車室の空気調和負荷が小さくなって効率よく空気調和できて、停車中における車室の居住性を向上し、かつ空気調和エネルギーを節減する効果がある。
【００２１】
また、この発明に係る鉄道車両用換気装置においては、副吸気ダクトを、主吸気ダクトの吸気用送風機寄り位置において主吸気ダクトに連通して配置し、副排気ダクトを、主排気ダクトの排気用送風機寄り位置において主排気ダクトに連通して配置したものである。
【００２２】
これによって、車体が走行中である場合には、車室内が主吸気ダクト及び主排気ダクトを介して換気されるので、ダクトの圧力損失が大きくなり、また高静圧の吸気用送風機等が動作することにより、車体がトンネルに進入すること等によって発生する圧力変動が車室に伝播する不具合を緩和する効果がある。
また、車体が停止中であれば制御装置の動作によって、ダンパが開放動作して外気が主吸気ダクトと副吸気ダクトとの両方を経て吸気用送風機によって吸入されて車室へ送気される。そして、排気用送風機によって車室の空気が吸入されて主排気ダクトと副排気ダクトとの双方から外部へ送出されて車室内が換気される。このため、ダクトの圧力損失が小さくなり吸気用送風機の回転速度を下げた場合にも送風量が低下しない。このため、少なくとも吸気用送風機を低い回転速度で運転することが可能になり、吸気用送風機等の運転に起因する騒音を少なくする効果がある。
また、車体の停止中には吸気用送風機等が低い回転速度で動作するので、送気圧力の上昇が抑制される。これによって、吸気用送風機からの送気の温度上昇が少なくなり、車室の空気調和負荷が小さくなって効率よく空気調和できて、停車中における車室の居住性を向上し、かつ空気調和エネルギーを節減する効果がある。
【図面の簡単な説明】
【図１】 この発明の実施の形態１を示す図で、鉄道車両用換気装置の概念的構成図。
【図２】 図１における送風機の特性とダクト抵抗の関係を示すグラフ。
【図３】 図１の車体の走行時の状態を示す図１相当図。
【図４】 図１の車体の停止時の状態を示す図１相当図。
【図５】 従来の鉄道車両用換気装置を示す図で、車体の側面図。
【図６】 図５の車体に設けられた換気装置の概念的構成図。
【符号の説明】
１ 車体、２ 車室、３ 吸気用送風機、４ 排気用送風機、６ 主吸気ダクト、８ 主排気ダクト、１０ 副吸気ダクト、１２ 副排気ダクト、１３ ダンパ、１４ 制御装置。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway vehicle ventilation apparatus that draws outside air into a vehicle body and exhausts air inside the vehicle body to the outside of the vehicle.
[0002]
[Prior art]
5 and 6 are views showing a conventional railcar ventilation device disclosed in, for example, Japanese Patent Laid-Open No. 60-42152, FIG. 5 is a side view of the vehicle body, and FIG. 6 is provided in the vehicle body of FIG. It is a notional block diagram of a ventilator. In the figure, 1 is a vehicle body in which a vehicle compartment 2 is formed, 3 is an air intake blower whose air supply side is connected to the vehicle compartment 2, and 4 is an exhaust air blower whose air intake side is connected to the vehicle compartment 2.
[0003]
5 is an intake port provided in the vehicle body 1 and communicated with the outside air, 6 is an intake duct having one end connected to the intake port 5 and the other end connected to the intake side of the intake blower 3, and 7 is provided in the vehicle body 1. An exhaust port 8 communicates with the outside air, and an exhaust duct 8 has one end communicating with the exhaust port 7 and the other end connected to the air supply side of the exhaust fan 4.
[0004]
The conventional railway vehicle ventilator is configured as described above. When the intake fan 3 and the exhaust fan 4 are energized, the outside air is sucked from the intake port 5 through the intake duct 6 by the intake fan 3. Air is sent to the passenger compartment 2. Then, the air in the passenger compartment 2 is sucked by the exhaust fan 4 and sent out from the exhaust outlet 7 through the exhaust duct 8 to ventilate the interior of the passenger compartment 2.
[0005]
[Problems to be solved by the invention]
In the conventional railway vehicle ventilator as described above, the pressure fluctuation generated when the vehicle body 1 enters the tunnel or when the trains pass each other propagates to the passenger compartment 2. An intake duct 6 and an exhaust duct 8 having a large pressure loss are provided in order to mitigate the propagation of this pressure fluctuation to the passenger compartment 2, and a high static pressure intake blower is provided to cope with the large pressure loss. 3 and an exhaust fan 4 are provided.
[0006]
Even when the vehicle body 1 is stopped and there is no pressure fluctuation, the high static pressure intake blower 3 and the exhaust blower 4 are operated at a high rotational speed for ventilation of the passenger compartment 2. Due to the operation of such a high static pressure blower, there has been a problem that noise when the vehicle is stopped increases. Furthermore, there is a problem that the air conditioning load of the passenger compartment 2 increases because the air pressure rises and the temperature of the air rises in the air blowing by the high static pressure blower.
[0007]
The present invention has been made to solve such problems, and it is an object of the present invention to provide a railway vehicle ventilation device that can provide a good comfort in the passenger compartment while the vehicle is stopped and that can efficiently harmonize air. .
[0008]
[Means for Solving the Problems]
The ventilated system for a railway vehicle according to the present invention includes a air supply side inlet blower connected to the passenger compartment of the vehicle body, and exhaust blower intake side connected to the passenger compartment, and the other end communicates with one end of the outside air A main intake duct connected to the intake side of the intake fan , one end communicated with the outside air, the other end connected to the intake side of the intake blower, the auxiliary intake duct arranged in communication with the main intake duct, and one end The other end is connected to the air supply side of the exhaust fan, and the other end is connected to the outside air and the other end is connected to the air supply side of the exhaust fan. The auxiliary exhaust duct, the damper provided in the auxiliary intake duct and the auxiliary exhaust duct, and the damper are instructed to close when the vehicle is running, and the damper is instructed to open when the vehicle is stopped. Command blower to operate at low speed And a control device is provided.
[0009]
In the railway vehicle ventilation apparatus according to the present invention, the auxiliary intake duct is disposed in communication with the main intake duct at a position near the intake fan of the main intake duct, and the auxiliary exhaust duct is used for exhausting the main exhaust duct. It is arranged in communication with the main exhaust duct at a position near the blower.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Embodiment 1 FIG.
1 to 4 are diagrams illustrating an example of an embodiment of the present invention. FIG. 1 is a conceptual configuration diagram of a railcar ventilation device. FIG. 2 is a diagram illustrating the relationship between the characteristics of a blower and duct resistance in FIG. FIG. 3 is a view corresponding to FIG. 1 showing a state of the vehicle body of FIG. 1 during travel, and FIG. 4 is a view corresponding to FIG. 1 showing a state of the vehicle body of FIG. In the figure, 1 is a vehicle body in which a vehicle compartment 2 is formed, 3 is an air intake blower whose air supply side is connected to the vehicle compartment 2, and 4 is an exhaust air blower whose air intake side is connected to the vehicle compartment 2.
[0011]
5 is a main intake port provided in the vehicle body 1 and communicated with the outside air, 6 is a main intake duct having one end connected to the main intake port 5 and the other end connected to the intake side of the intake blower 3, and 7 is connected to the vehicle body 1. A main exhaust port that is provided and communicates with the outside air, 8 has a main exhaust duct that has one end communicating with the main exhaust port 7 and the other end connected to the air supply side of the exhaust blower 4, and 9 is provided in the vehicle body 1 and is outside air. A sub-intake port 10 is connected to the sub-intake port 9, and the other end is a sub-intake duct connected to the main intake duct 6 near the intake blower 3.
[0012]
11 is a sub-exhaust port provided in the vehicle body 1 and communicated with the outside air, 12 is a sub-exhaust duct connected at one end to the sub-exhaust port 11, and the other end is connected to the exhaust fan 4 of the main exhaust duct 8. The dampers provided respectively in the auxiliary intake duct 10 and the auxiliary exhaust duct 12 are closed when the vehicle is traveling and opened when the vehicle is stopped. A control device 14 is connected to each of the intake blower 3, the exhaust blower 4, and the damper 13.
[0013]
In the railway vehicle ventilator configured as described above, if the intake blower 3 and the exhaust blower 4 are energized and the vehicle body 1 is running, the damper 13 is closed by the operation of the control device 14. As shown in FIG. 3, the sub-intake duct 10 and the sub-exhaust duct 12 are closed, and the outside air is sucked from the main intake port 5 through the main intake duct 6 by the intake blower 3 and supplied to the vehicle compartment 2. . Then, the air in the passenger compartment 2 is sucked in by the exhaust fan 4 and sent out from the main exhaust port 7 through the main exhaust duct 8 to ventilate the interior of the passenger compartment 2.
[0014]
Thus, when the vehicle body 1 is traveling, the interior of the passenger compartment 2 is ventilated through the main intake duct 6 and the main exhaust duct 8. For this reason, the pressure loss of the duct becomes large, and the pressure fluctuation generated when the vehicle body 1 enters the tunnel due to the operation of the high static pressure intake blower 3 and the exhaust blower 4 is propagated to the vehicle compartment 2. The trouble to do is eased.
[0015]
Further, when the vehicle body 1 is stopped, the damper 13 is opened by the operation of the control device 14 so that the outside air flows from the main intake port 5 to the main intake duct 6 and from the auxiliary intake port 9 to the auxiliary intake port 9 as shown in FIG. The air is sucked by the air intake blower 3 through both the air intake duct 10 and supplied to the passenger compartment 2. Then, the air in the passenger compartment 2 is sucked in by the exhaust fan 4 and is sent out from both the main exhaust port 7 via the main exhaust duct 8 and the auxiliary exhaust port 11 via the auxiliary exhaust duct 12, and the interior of the passenger compartment 2 is exhausted. Ventilated.
[0016]
As described above, when the vehicle body 1 is stopped, the interior of the passenger compartment 2 is ventilated through the main intake duct 6 and the auxiliary intake duct 10, and the main exhaust duct 8 and the auxiliary exhaust duct 12. For this reason, when the pressure loss of a duct becomes small and the rotational speed of the intake blower 3 is lowered, the operating point of the intake blower 3 moves from point A to point B as shown in FIG.
[0017]
Therefore, even when the rotational speed of the intake blower 3 is lowered, the amount of blown air does not decrease. For this reason, it is possible to operate the intake blower 3 and the exhaust blower 4 at a low rotational speed, and noise caused by the operation of the intake blower 3 and the like can be reduced.
[0018]
If the vehicle body 1 is stopped, the control device 14 operates to operate at least the intake blower 3 of the intake blower 3 and the exhaust blower 4 at a low rotational speed. An increase in pressure is suppressed. Thereby, the temperature rise of the air supply from the intake blower 3 can be reduced. Therefore, since the air conditioning load of the passenger compartment 2 is reduced and air conditioning can be performed efficiently, the comfort of the passenger compartment can be improved while the vehicle is stopped, and the air conditioning energy can be reduced.
[0019]
【The invention's effect】
As the invention has been described above, the air supply side and connected to the intake blower into the passenger compartment of the vehicle body, the intake side and an exhaust blower connected to the cabin, one end communicated with the outside air and the other end intake blower The main intake duct connected to the intake side of the air intake , one end communicates with the outside air, the other end is connected to the intake side of the air blower for intake air, the auxiliary intake duct arranged in communication with the main intake duct , and one end communicates with the outside air The other end of the communication is connected to the main exhaust duct connected to the air supply side of the exhaust fan and the other end is connected to the air supply side of the exhaust fan and the other end is connected to the main exhaust duct. The auxiliary exhaust duct, the damper provided in the auxiliary intake duct and the auxiliary exhaust duct, and the damper are instructed to close when the vehicle is running, and the damper is instructed to open and the intake fan is low when the vehicle is stopped. A control device that commands rotational speed operation; Those digits.
[0020]
As a result, when the vehicle body is running, the passenger compartment is ventilated through the main intake duct and main exhaust duct, which increases the pressure loss of the duct, and operates a high static pressure intake fan. By doing so, there is an effect of alleviating the problem that the pressure fluctuation generated by the vehicle body entering the tunnel or the like propagates to the passenger compartment.
Further, when the vehicle body is stopped, the damper is opened by the operation of the control device, and the outside air is sucked by the intake air blower through both the main intake duct and the auxiliary intake duct and is supplied to the vehicle compartment. Then, the air in the passenger compartment is sucked in by the exhaust fan and sent out from both the main exhaust duct and the sub exhaust duct to ventilate the passenger compartment. For this reason, even when the pressure loss of a duct becomes small and the rotational speed of the air blower for intake is lowered, the amount of blown air does not decrease. Therefore, at least the intake fan can be operated at a low rotational speed, and there is an effect of reducing noise caused by the operation of the intake fan or the like.
Further, since the intake blower and the like operate at a low rotational speed while the vehicle body is stopped, an increase in the air supply pressure is suppressed. As a result, the temperature rise of the air supply from the intake fan is reduced, the air conditioning load of the passenger compartment is reduced, the air conditioning can be performed efficiently, the comfort of the passenger compartment in the parked state is improved, and the air conditioning energy Has the effect of saving.
[0021]
In the railway vehicle ventilation apparatus according to the present invention, the auxiliary intake duct is disposed in communication with the main intake duct at a position near the intake fan of the main intake duct, and the auxiliary exhaust duct is used for exhausting the main exhaust duct. It is arranged in communication with the main exhaust duct at a position near the blower.
[0022]
As a result, when the vehicle body is running, the passenger compartment is ventilated through the main intake duct and main exhaust duct, which increases the pressure loss of the duct, and operates a high static pressure intake fan. By doing so, there is an effect of alleviating the problem that the pressure fluctuation generated by the vehicle body entering the tunnel or the like propagates to the passenger compartment.
Further, when the vehicle body is stopped, the damper is opened by the operation of the control device, and the outside air is sucked by the intake air blower through both the main intake duct and the auxiliary intake duct and is supplied to the vehicle compartment. Then, the air in the passenger compartment is sucked in by the exhaust fan and sent out from both the main exhaust duct and the sub exhaust duct to ventilate the passenger compartment. For this reason, even when the pressure loss of a duct becomes small and the rotational speed of the air blower for intake is lowered, the amount of blown air does not decrease. Therefore, at least the intake fan can be operated at a low rotational speed, and there is an effect of reducing noise caused by the operation of the intake fan and the like.
Further, since the intake blower and the like operate at a low rotational speed while the vehicle body is stopped, an increase in the air supply pressure is suppressed. As a result, the temperature rise of the air supply from the intake fan is reduced, the air conditioning load of the passenger compartment is reduced, the air can be efficiently conditioned, the comfort of the passenger compartment in the parked state is improved, and the air conditioning energy Has the effect of saving.
[Brief description of the drawings]
FIG. 1 is a diagram showing a first embodiment of the present invention, and is a conceptual configuration diagram of a railcar ventilation device.
FIG. 2 is a graph showing the relationship between the characteristics of the blower in FIG. 1 and duct resistance.
FIG. 3 is a view corresponding to FIG. 1 and illustrating a state during travel of the vehicle body of FIG. 1;
4 is a view corresponding to FIG. 1 showing a state when the vehicle body of FIG. 1 is stopped.
FIG. 5 is a side view of a vehicle body, showing a conventional rail vehicle ventilation device.
6 is a conceptual configuration diagram of a ventilation device provided in the vehicle body of FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Vehicle body, 2 compartment, 3 Intake fan, 4 Exhaust fan, 6 Main intake duct, 8 Main exhaust duct, 10 Secondary intake duct, 12 Secondary exhaust duct, 13 Damper, 14 Control apparatus.

Claims (2)

送気側が車体の車室に接続された吸気用送風機と、吸気側が上記車室に接続された排気用送風機と、一端が外気に連通し他端は上記吸気用送風機の吸気側に接続された主吸気ダクトと、一端が外気に連通し他端は上記吸気用送風機の吸気側に接続され、上記主吸気ダクトに連通して配置された副吸気ダクトと、一端が外気に連通し他端は上記排気用送風機の送気側に接続された主排気ダクトと、一端が外気に連通し他端は上記排気用送風機の送気側に接続され、上記主排気ダクトに連通して配置された副排気ダクトと、上記副吸気ダクト及び上記副排気ダクトにそれぞれ設けられたダンパと、上記車体の走行時には上記ダンパに閉塞動作を指令し、上記車体の停止時には上記ダンパに開放動作を指令すると共に上記吸気用送風機に低回転速度動作を指令する制御装置とを備えた鉄道車両用換気装置。 And air supply side inlet blower connected to the passenger compartment of the vehicle body, and exhaust blower intake side is connected to the casing, one end and the other end communicates with the outside air is connected to the intake side of the intake blower The main intake duct , one end communicates with the outside air, the other end is connected to the intake side of the intake air blower, the auxiliary intake duct arranged to communicate with the main intake duct , the one end communicates with the outside air, and the other end A main exhaust duct connected to the air supply side of the exhaust fan , and one end connected to the outside air and the other end connected to the air supply side of the exhaust blower and connected to the main exhaust duct. said exhaust duct, said the auxiliary air intake duct and dampers which are provided on the auxiliary exhaust duct, with the time of traveling of the vehicle to command the closing movement in the damper, the time of stopping the vehicle for commanding opening movement to the damper Low rotation speed for intake fan Railway vehicle ventilator and a control device for commanding the work. 上記副吸気ダクトは、上記主吸気ダクトの上記吸気用送風機寄り位置において上記主吸気ダクトに連通して配置され、上記副排気ダクトは、上記主排気ダクトの上記排気用送風機寄り位置において上記主排気ダクトに連通して配置されたことを特徴とする請求項１記載の鉄道車両用換気装置。 The auxiliary intake duct is placed in communication with the main intake duct in the intake blower closer position of the main intake duct, said secondary exhaust duct, the main exhaust in the exhaust blower closer position of the main exhaust duct The railway vehicle ventilation apparatus according to claim 1, wherein the ventilation apparatus is arranged in communication with a duct.
JP09291599A 1999-03-31 1999-03-31 Railway vehicle ventilation system Expired - Lifetime JP4206166B2 (en)

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JP5176820B2 (en) * 2008-09-24 2013-04-03 マツダ株式会社 Vehicle control device
EP3401184B1 (en) * 2016-01-08 2020-02-19 Mitsubishi Electric Corporation Rail car air-conditioning device, rail car air-conditioning device driving method, and program
CN108202749B (en) * 2018-01-05 2019-06-21 安徽清启系统集成有限公司 Fire smoke exhaust device for rail vehicle

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