JPH04212669A - Ventilator for rolling stock and operating method thereof - Google Patents
Ventilator for rolling stock and operating method thereofInfo
- Publication number
- JPH04212669A JPH04212669A JP5217391A JP5217391A JPH04212669A JP H04212669 A JPH04212669 A JP H04212669A JP 5217391 A JP5217391 A JP 5217391A JP 5217391 A JP5217391 A JP 5217391A JP H04212669 A JPH04212669 A JP H04212669A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- vehicle
- low
- air supply
- ventilation
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000005096 rolling process Methods 0.000 title abstract 5
- 238000011017 operating method Methods 0.000 title description 3
- 238000009423 ventilation Methods 0.000 claims abstract description 123
- 238000000034 method Methods 0.000 claims description 14
- 238000001514 detection method Methods 0.000 claims 4
- 230000000694 effects Effects 0.000 abstract description 2
- 238000013459 approach Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 4
- 230000001902 propagating effect Effects 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000007664 blowing Methods 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 210000005069 ears Anatomy 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Abstract
Description
【０００１】0001
【産業上の利用分野】本発明は、鉄道車両用換気装置お
よびその運転方法に関するものである。特に、本発明は
、乗客に不快感を与える車外圧力の変動が生じる高い速
度で走行する鉄道車両に好適な鉄道車両用換気装置およ
びその運転方法である。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ventilation system for railway vehicles and a method of operating the same. In particular, the present invention provides a ventilation system for a railway vehicle and a method for operating the same, which are suitable for railway vehicles running at high speeds that cause fluctuations in external pressure that cause discomfort to passengers.
【０００２】0002
【従来の技術】鉄道車両（以下単に車両という）が、高
速でトンネル内を走行する場合、該トンネル内における
車両の外部圧力（車外圧力）は、変動する。特に、前記
車外圧力の変動値は、トンネル内で対向する車両同士が
擦れ違う場合に最大となる。例えば、各車両のトンネル
内走行速度が２００ｋｍ／ｈであり、トンネルと車体の
断面積の比が０．２３の場合、車外圧力の変動値は、正
圧側約１５０ｍｍＨ２Ｏ，負圧側約４００ｍｍＨ２Ｏと
なる。又、一般的に前記車外圧力の変動値は、車両の走
行速度の二乗に比例して増加する。前記圧力変動が車内
へ伝播することにより乗客は、耳に不快感を感じる。そ
こで、前記圧力変動を車内へ伝播させないために、従来
の車両は、車体を気密構造とし、換気装置を有している
。
前記換気装置は、給気手段と排気手段とから構成されて
いる。前記換気装置は車内の二酸化炭素濃度を規定値以
下に抑えるために必要な換気量すなわち必要換気量を有
している。前記換気装置の例としては、実用新案登録第
１２８７２７６号が挙げられる。実用化された前記換気
装置では、給気手段および排気手段を構成する送風機の
能力を最高吐出圧力５４０ｍｍＨ２Ｏ，送風量３０ｍ３
／ｍｉｎとしている。該換気装置が設置される車両は、
車体の内容積が約１５０ｍ３，乗車定員が１００人／両
である。この換気装置においては、送風機の吐出圧力が
車外圧力の変動値よりも高くなっている。2. Description of the Related Art When a railway vehicle (hereinafter simply referred to as a vehicle) travels in a tunnel at high speed, the external pressure of the vehicle (external pressure) within the tunnel fluctuates. In particular, the fluctuation value of the external pressure becomes maximum when opposing vehicles pass each other in a tunnel. For example, if the traveling speed of each vehicle in the tunnel is 200 km/h and the ratio of the cross-sectional area of the tunnel to the vehicle body is 0.23, the fluctuation value of the external pressure will be about 150 mmH2O on the positive pressure side and about 400 mmH2O on the negative pressure side. Further, generally, the fluctuation value of the external pressure increases in proportion to the square of the traveling speed of the vehicle. Passengers feel discomfort in their ears due to the pressure fluctuations propagating into the vehicle interior. Therefore, in order to prevent the pressure fluctuations from propagating into the vehicle interior, conventional vehicles have airtight bodies and are equipped with ventilation devices. The ventilation device is composed of an air supply means and an exhaust means. The ventilation system has a ventilation amount necessary to suppress the carbon dioxide concentration in the vehicle to a specified value or less. An example of the ventilation device is Utility Model Registration No. 1287276. In the ventilator that has been put into practical use, the capacity of the blower constituting the air supply means and the exhaust means is set to a maximum discharge pressure of 540 mmH2O and an air flow rate of 30 m3.
/min. The vehicle where the ventilation system is installed is
The internal volume of the vehicle is approximately 150m3, and the passenger capacity is 100 people/vehicle. In this ventilation system, the discharge pressure of the blower is higher than the fluctuation value of the pressure outside the vehicle.
【０００３】ところで、車両の速度向上に伴って、車両
のトンネル内走行時において、対向車両の擦れ違い時に
空気流路を遮蔽または絞る構造の換気装置（特開昭６２
−２２７８５２）或いはターボ圧縮機を給気手段および
排気手段として用いている換気装置（特開昭６２−２０
３８６８）が考えられている。By the way, as the speed of vehicles increases, a ventilation system (Japanese Unexamined Patent Application Publication No. 1983-1999) has been developed which has a structure that blocks or narrows the air flow path when an oncoming vehicle passes each other when the vehicle is running in a tunnel.
-227852) or a ventilation system using a turbo compressor as an air supply means and an exhaust means (Japanese Patent Laid-open No. 62-20
3868) is being considered.
【０００４】0004
【発明が解決しようとする課題】ところで、車両を更に
高速で走行させるには、換気装置として用いられる送風
機の吐出圧力を高くしなければならない。しかし、前記
実用新案登録第１２８７２７６号の換気装置において、
送風機の吐出圧力を向上させるには、該送風機全体の大
型化と消費動力の増大は避けられない。However, in order to make the vehicle run at higher speeds, the discharge pressure of the blower used as the ventilation device must be increased. However, in the ventilation system of Utility Model Registration No. 1287276,
In order to improve the discharge pressure of the blower, it is inevitable to increase the size and power consumption of the blower as a whole.
【０００５】また、車両の走行速度を例えば４００ｋｍ
／ｈと仮定した場合、トンネル内走行時の最大圧力変動
値は１，６００ｍｍＨ２Ｏに達すると予想される。車両
が対向車両と擦れ違うことなく単にトンネル内を走行す
る状態でも、圧力変動値は、６００ｍｍＨ２Ｏに達する
と予想される。したがって、前記特開昭６２−２２７８
５２の換気装置では、車両のトンネル内走行中、常に該
換気装置の空気流路を遮蔽しなければならないため、車
両の速度向上にともなって換気量が不足する恐れがある
。[0005] Furthermore, if the traveling speed of the vehicle is set to 400 km, for example,
/h, the maximum pressure fluctuation value during tunnel travel is expected to reach 1,600 mmH2O. Even when a vehicle simply travels through a tunnel without passing any oncoming vehicles, the pressure fluctuation value is expected to reach 600 mmH2O. Therefore, the above-mentioned Japanese Patent Application Laid-Open No. 62-2278
In the ventilation system No. 52, since the air flow path of the ventilation system must be always shielded while the vehicle is traveling in the tunnel, there is a risk that the amount of ventilation will be insufficient as the speed of the vehicle increases.
【０００６】さらに、前記特開昭６２−２０３８６８の
ターボ圧縮機は、車両の高速走行時における車外圧力の
変動値を上回る高い吐出圧力を得ることができる。しか
し、前記ターボ圧縮機は、低い吐出圧力で必要換気量に
相当する送風を行う場合、効率が低下する。したがって
、前記ターボ圧縮機は、通常の換気装置に用いられてい
る送風機よりも多くの動力を必要とする。一方、鉄道車
両は、走行速度の向上にともなって、給電効率の減少と
いう問題を有している。このため、高速で走行する鉄道
車両においては、換気装置における消費動力の増大は好
ましくない。Further, the turbo compressor disclosed in Japanese Patent Application Laid-Open No. 62-203868 can obtain a high discharge pressure that exceeds the fluctuation value of the external pressure when the vehicle is running at high speed. However, the efficiency of the turbo compressor decreases when blowing air corresponding to the required ventilation amount at a low discharge pressure. Therefore, the turbo compressor requires more power than a blower used in a typical ventilation system. On the other hand, railway vehicles have a problem in that their power supply efficiency decreases as their running speed increases. For this reason, in railway vehicles running at high speed, an increase in the power consumption of the ventilation system is undesirable.
【０００７】本発明の目的は、車両の走行速度が増大し
ても、消費動力を増大させずに、連続して換気が行える
鉄道車両用換気装置およびその運転方法を提供すること
にある。SUMMARY OF THE INVENTION An object of the present invention is to provide a ventilation system for a railway vehicle and a method for operating the same, which can perform continuous ventilation without increasing power consumption even when the running speed of the vehicle increases.
【０００８】[0008]
【課題を解決するための手段】本発明による換気装置は
、高圧給気手段と高圧排気手段とからなる高圧換気系と
、前記高圧給気手段より低い吐出圧力を有する低圧給気
手段と前記高圧排気手段より低い吐出圧力を有する低圧
排気手段からなる低圧換気系と、前記低圧換気系の空気
流路を締め切る締切手段とから構成されている。[Means for Solving the Problems] A ventilation system according to the present invention includes a high-pressure ventilation system comprising a high-pressure air supply means and a high-pressure exhaust means, a low-pressure air supply means having a discharge pressure lower than that of the high-pressure air supply means, and the high-pressure air supply means. The low-pressure ventilation system includes a low-pressure exhaust means having a lower discharge pressure than the exhaust means, and a closing means for closing off the air flow path of the low-pressure ventilation system.
【０００９】又、本発明の換気装置の運転方法は、車両
走行時における車外圧力の変動状態を検知するステップ
と、前記車外圧力の変動状態に応じて、換気装置を構成
する高圧換気手段および低圧換気手段のうちの、前記低
圧換気手段に設置された空気流路締切手段を締切動作さ
せるステップとからなる。[0009] The method for operating a ventilation system of the present invention also includes the steps of: detecting the fluctuation state of the external pressure while the vehicle is running; The method includes a step of closing an air flow path closing means installed in the low-pressure ventilation means of the ventilation means.
【００１０】0010
【作用】前記換気装置は、車両のトンネル内走行中に前
記高圧換気系によって車内の換気を行うため、車内圧力
の変動を防止できる。又、本発明によれば、車両の走行
中に連続的に車内の換気が行える。さらに、本換気装置
によれば、高圧換気系と低圧換気系との組合せによって
、換気装置全体の消費動力の増大を防止できる。[Operation] The ventilation system ventilates the interior of the vehicle using the high-pressure ventilation system while the vehicle is running in a tunnel, so that fluctuations in the pressure inside the vehicle can be prevented. Further, according to the present invention, the interior of the vehicle can be continuously ventilated while the vehicle is running. Furthermore, according to the present ventilation system, the combination of the high pressure ventilation system and the low pressure ventilation system can prevent an increase in the power consumption of the entire ventilation system.
【００１１】又、前記換気装置の運転方法は、車外圧力
の変動状態に応じて給気締切手段および排気締切手段を
締切動作させる。本換気装置およびその制御方法におい
ては、前記動作により、トンネル内走行中の車内の換気
を高圧給気手段および高圧排気手段によって行う。した
がって、本換気装置の運転方法によれば、車両のトンネ
ル内走行中において、車内の圧力を変化させることなく
、連続的に換気を行うことができる。また、本換気装置
の運転方法は、ターボ圧縮機を用いた換気装置に比べて
、トンネル内走行中であっても消費動力が増大すること
がない。[0011] Also, in the method of operating the ventilation system, the air supply shut-off means and the exhaust air shut-off means are closed in response to fluctuations in the external pressure of the vehicle. In the present ventilation system and its control method, the operation described above ventilates the interior of the vehicle while the vehicle is running in a tunnel using the high-pressure air supply means and the high-pressure exhaust means. Therefore, according to the operating method of the ventilation system, ventilation can be performed continuously without changing the pressure inside the vehicle while the vehicle is traveling in the tunnel. Furthermore, compared to a ventilation system using a turbo compressor, the operating method of this ventilation system does not increase power consumption even when the vehicle is running in a tunnel.
【００１２】0012
【実施例】本発明の第１実施例を図１−図３によって説
明する。車体９は全体が気密に構成されている。なお、
前記車体９は、内容積が１５０ｍ３であり、かつ、乗車
定員を１００人と仮定して説明する。また、前記車体９
からなる車両は、最高速度４００ｋｍ／ｈで走行する。
前記各車体におけるの必要換気量は、３０ｍ３／ｍｉｎ
である。１は車外の空気すなわち新鮮気を車内に導入す
る低圧給気送風機である。該低圧給気送風機１は、最高
吐出圧力５４０ｍｍＨ２Ｏ，定格送風量３０ｍ３／ｍｉ
ｎの能力を備えている。該低圧給気送風機１の吐出圧力
は、車両がトンネル以外の路線を走行する際に車内へ新
鮮気を導入するのに必要な圧力に設定されている。すな
わち、前記低圧給気送風機１の吐出圧力は、主に該低圧
給気送風機１の流路抵抗およびトンネル以外の路線を走
行する時に車体９の外表面に作用する微小な圧力変動を
考慮して決定さる。また、前記低圧給気送風機１の送風
量は、車体９の必要換気量に相当するように設定される
。２は前記低圧給気送風機１の空気流路に設置される給
気側の締切弁である。３は前記締切弁２を開閉動作させ
るアクチュエータである。DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS. 1 to 3. The entire vehicle body 9 is constructed to be airtight. In addition,
The description will be given assuming that the vehicle body 9 has an internal volume of 150 m3 and a passenger capacity of 100 people. In addition, the vehicle body 9
The vehicle runs at a maximum speed of 400 km/h. The required ventilation amount in each vehicle body is 30m3/min.
It is. Reference numeral 1 denotes a low-pressure air supply blower that introduces air outside the vehicle, that is, fresh air, into the interior of the vehicle. The low pressure air supply blower 1 has a maximum discharge pressure of 540 mmH2O and a rated air flow rate of 30 m3/mi.
It has the ability of n. The discharge pressure of the low-pressure supply air blower 1 is set to a pressure necessary to introduce fresh air into the vehicle when the vehicle travels on a route other than a tunnel. That is, the discharge pressure of the low-pressure air supply blower 1 is determined mainly by taking into consideration the flow path resistance of the low-pressure air supply blower 1 and minute pressure fluctuations that act on the outer surface of the vehicle body 9 when traveling on a route other than a tunnel. It is decided. Further, the amount of air blown by the low-pressure air supply blower 1 is set to correspond to the amount of ventilation required for the vehicle body 9. Reference numeral 2 denotes a shutoff valve on the air supply side installed in the air flow path of the low-pressure air supply blower 1. 3 is an actuator that opens and closes the shutoff valve 2.
【００１３】４は車体内部の汚染空気を車体９の外へ排
出する低圧排気送風機である。該低圧排気送風機４は、
最高吐出圧力５４０ｍｍＨ２Ｏ，定格送風量３０ｍ３／
ｍｉｎの能力を備えている。５は前記低圧排気送風機４
の空気流路に設置されている排気側の締切弁である。６
は前記締切弁５を開閉動作させるアクチュエータである
。Reference numeral 4 designates a low-pressure exhaust blower for discharging contaminated air inside the vehicle body to the outside of the vehicle body 9. The low pressure exhaust blower 4 is
Maximum discharge pressure 540mmH2O, rated air flow 30m3/
It has the ability of min. 5 is the low pressure exhaust blower 4
This is an exhaust-side shutoff valve installed in the air flow path. 6
is an actuator that opens and closes the shutoff valve 5.
【００１４】７は車外空気を車内へ導入する高圧給気送
風機である。該高圧給気送風機７は、最高吐出圧力３，
４００ｍｍＨ２Ｏ，定格送風量１４ｍ３／ｍｉｎの能力
を備えている。高圧給気送風機７の吐出圧力は、車両が
最高速度でトンネル内を走行し、対向車と擦れ違う場合
に生じる車外圧力の最大変動値より高く設定される。高
圧給気送風機７の送風量は、換気装置全体の消費動力の
増大を防止するために、前記低圧給気送風機１よりも少
なく設定される。また、高圧給気送風機７の送風量は、
該高圧給気送風機７自体の消費動力が、実用化されてい
る換気装置の送風機と同等以下に設定される。８は車内
の汚染空気を車外へ排出する高圧排気送風機である。該
高圧排気送風機８は、最高吐出圧力３，４００ｍｍＨ２
Ｏ，定格送風量１４ｍ３／ｍｉｎの能力を備えている。Reference numeral 7 denotes a high-pressure air supply blower that introduces air outside the vehicle into the interior of the vehicle. The high pressure air supply blower 7 has a maximum discharge pressure of 3,
It has a capacity of 400mmH2O and a rated air flow rate of 14m3/min. The discharge pressure of the high-pressure supply air blower 7 is set higher than the maximum fluctuation value of the external pressure that occurs when the vehicle travels in a tunnel at maximum speed and passes an oncoming vehicle. The amount of air blown by the high-pressure air supply blower 7 is set to be smaller than that of the low-pressure air supply blower 1 in order to prevent an increase in the power consumption of the entire ventilation system. In addition, the air flow rate of the high pressure air supply blower 7 is
The power consumption of the high-pressure air supply blower 7 itself is set to be equal to or lower than that of the blower of a commercially available ventilation system. 8 is a high-pressure exhaust blower that discharges contaminated air inside the vehicle to the outside of the vehicle. The high pressure exhaust blower 8 has a maximum discharge pressure of 3,400 mmH2.
It has a capacity of rated air flow rate of 14m3/min.
【００１５】ところで、前記低圧給気送風機１，低圧排
気送風機４，高圧給気送風機７および高圧排気送風機８
の圧力特性は、図３に示すとおりである。低圧給気送風
機１および低圧排気送風機４は、送風量が多く、吐出圧
力が低いという特性を有している。また、高圧給気送風
機７および高圧排気送風機８は、送風量が少なく、吐出
圧力が高いという特性を有している。By the way, the low pressure air supply blower 1, the low pressure exhaust air blower 4, the high pressure air supply blower 7 and the high pressure exhaust air blower 8
The pressure characteristics are as shown in FIG. The low-pressure supply air blower 1 and the low-pressure exhaust air blower 4 have the characteristics of a large amount of air blown and a low discharge pressure. Furthermore, the high-pressure air supply blower 7 and the high-pressure exhaust air blower 8 have the characteristics of a small amount of air blown and a high discharge pressure.
【００１６】１０は車両の走行中における車外圧力の変
動状態を予め検知する走行状態検知器である。車両の走
行中における車外圧力の変動は、車両がトンネル内に進
入した時点から大きくなる。したがって、前記走行状態
検知器１０は車両がトンネルに進入する以前に該車両の
トンネルへの接近を検知する必要がある。このような機
能を得るために、走行状態検知器１０は、トンネルの入
り口付近の軌道上に設置された電波あるいは音波を発信
する入り口側発信器と、該入り口側発信器からの信号を
受信する受信器とから構成される。前記受信器は、車体
に設置される。この走行状態検知器１０は、車両の走行
中に該車両がトンネルに近づいたことを前記発信器およ
び受信器の動作によって検知することができる。また、
トンネルの出口には、車両がトンネルから出る時点を検
知するための出口側発信器が設置される。出口側発信器
は、前記入り口側発信器と同様に電波あるいは音波を発
信するものである。なお、前記入り口側発信器と出口側
発信器の発信する各信号の周波数は、両者を受信側で判
別できるように変えておく。Reference numeral 10 denotes a running state detector that detects in advance the fluctuation state of the pressure outside the vehicle while the vehicle is running. Fluctuations in the pressure outside the vehicle while the vehicle is running become large from the time the vehicle enters the tunnel. Therefore, the driving state detector 10 needs to detect the approach of the vehicle to the tunnel before the vehicle enters the tunnel. In order to obtain such a function, the running state detector 10 receives a signal from an entrance-side transmitter that is installed on the track near the entrance of the tunnel and emits radio waves or sound waves, and the entrance-side transmitter. It consists of a receiver. The receiver is installed in the vehicle body. This running state detector 10 can detect that the vehicle approaches a tunnel while the vehicle is running by operating the transmitter and receiver. Also,
An exit transmitter is installed at the exit of the tunnel to detect when the vehicle exits the tunnel. The exit side transmitter emits radio waves or sound waves similarly to the entrance side transmitter. Note that the frequencies of the signals transmitted by the entrance-side transmitter and the exit-side transmitter are changed so that they can be distinguished on the receiving side.
【００１７】１１は前記低圧給気送風機１，低圧排気送
風機４，アクチュエータ３，アクチュエータ６，高圧給
気送風機７および高圧排気送風機８を制御する制御器で
ある。制御器１１は、複数のリレーの組合せあるいはマ
イクロコンピュータによって構成される。制御器１１は
走行状態検知器１０からの制御指令を受けて制御を開始
する。該制御器１１の制御内容について図２によって詳
細に説明する。図２の上部のハッチング部分は車両のト
ンネル内走行期間を示している。図２の下部には車内の
換気量の推移が示されている。図２の中間部には、低圧
給気送風機１，低圧排気送風機４，締切弁２，５，高圧
給気送風機７および高圧排気送風機８の動作状況が示さ
れている。前記換気装置を備えた車両が高速で走行中に
トンネルに接近すると、走行状態検知器１０が制御指令
Ｓ０を制御器１１へ出力する（Ｔ０）。走行状態検知器
１０から制御指令を受けた制御器１１は、低圧給気送風
機１および低圧排気送風機４を同時に停止させる（Ｔ１
）。前記制御器１１は、前記低圧給気送風機１および低
圧排気送風機４を停止させた後、アクチュエータ３，６
へ締切弁２，５の締切指令を出力する（Ｔ２）。締切弁
２，５は、前記アクチュエータ３，６の動作によって前
記低圧給気送風機１および低圧排気送風機４の空気流路
を締め切る。
さらに、前記制御器１１は、前記アクチュエータ３，６
へ締切指令を出力した後に、運転指令を該高圧給気送風
機７および高圧排気送風機８へ出力する（Ｔ３）。高圧
給気送風機７および高圧排気送風機８は、制御器１１か
らの前記運転指令によって運転を開始する。前記高圧給
気送風機７および高圧送風機８は、車両がトンネル内に
進入する時点で、定格吐出圧力および定格風量の送風を
行う。前記走行状態検知器１０は、高圧給気送風機７お
よび高圧排気送風機８が運転開始から定格運転に達する
までの時間を考慮して制御指令を制御器１１に出力する
。
すなわち、走行状態検知器１０を構成する発信器は、前
記高圧送風機７，８が定格運転に到達する時間を確保で
きるようにトンネルの入口より手前の位置に設置されて
いる。したがって、車両がトンネルに進入する時点で高
圧給気送風機７および高圧排気送風機８は定格運転状態
となる。A controller 11 controls the low pressure air supply blower 1, the low pressure exhaust air blower 4, the actuator 3, the actuator 6, the high pressure air supply blower 7, and the high pressure exhaust air blower 8. The controller 11 is configured by a combination of a plurality of relays or a microcomputer. The controller 11 receives a control command from the running state detector 10 and starts control. The control contents of the controller 11 will be explained in detail with reference to FIG. The hatched portion at the top of FIG. 2 indicates the period during which the vehicle travels in the tunnel. The lower part of Fig. 2 shows the change in the amount of ventilation inside the car. In the middle part of FIG. 2, the operating conditions of the low pressure air supply blower 1, the low pressure exhaust air blower 4, the shutoff valves 2 and 5, the high pressure air supply blower 7, and the high pressure exhaust air blower 8 are shown. When the vehicle equipped with the ventilation system approaches a tunnel while traveling at high speed, the traveling state detector 10 outputs a control command S0 to the controller 11 (T0). The controller 11 that receives the control command from the running state detector 10 stops the low-pressure supply air blower 1 and the low-pressure exhaust air blower 4 at the same time (T1
). After stopping the low pressure air supply blower 1 and the low pressure exhaust blower 4, the controller 11 controls the actuators 3 and 6.
A shutoff command for the shutoff valves 2 and 5 is output to the shutoff valves 2 and 5 (T2). The shutoff valves 2 and 5 close off the air flow paths of the low pressure air supply blower 1 and the low pressure exhaust blower 4 by the operation of the actuators 3 and 6. Furthermore, the controller 11 controls the actuators 3 and 6.
After outputting the cut-off command to the high-pressure air supply blower 7 and the high-pressure exhaust blower 8 (T3). The high-pressure supply air blower 7 and the high-pressure exhaust air blower 8 start operating according to the operation command from the controller 11. The high-pressure supply air blower 7 and the high-pressure air blower 8 blow air at a rated discharge pressure and a rated air volume when the vehicle enters the tunnel. The running state detector 10 outputs a control command to the controller 11 in consideration of the time it takes for the high pressure air supply blower 7 and the high pressure exhaust air blower 8 to reach their rated operation from the start of operation. That is, the transmitter constituting the running state detector 10 is installed at a position before the tunnel entrance so that the high-pressure blowers 7 and 8 can have time to reach their rated operation. Therefore, when the vehicle enters the tunnel, the high pressure air supply blower 7 and the high pressure exhaust air blower 8 are in the rated operating state.
【００１８】つぎに、車両がトンネルから脱出する場合
の前記各機器の動作状況について説明する。前記走行状
態検知器１０は前記出口側発信器からの信号を受信器が
受信することによって車両のトンネルからの脱出を検知
する。そして、該走行状態検知器１０は、制御指令Ｓ１
０を制御器１１に出力する（Ｔ１０）。制御器１１は、
走行状態検知器１０からの制御指令によって、まず、高
圧給気送風機７および高圧排気送風機８を停止させる（
Ｔ１１）。
次に、制御器１１は、アクチュエータ３，６へ制御指令
を出力する（Ｔ１２）。アクチュエータ３，６は制御器
１１からの制御指令によって締切弁２，５を開く。この
状態で、制御器１１は、低圧給気送風機１および低圧排
気送風機４へ運転指令を出力する（Ｔ１３）。低圧給気
送風機１および低圧排気送風機４は、車両が次のトンネ
ルに接近するまで車内の換気を行う。Next, the operation status of each of the above-mentioned devices when the vehicle escapes from the tunnel will be explained. The running state detector 10 detects the exit of the vehicle from the tunnel by having its receiver receive a signal from the exit side transmitter. Then, the running state detector 10 receives the control command S1
0 is output to the controller 11 (T10). The controller 11 is
First, the high-pressure supply air blower 7 and the high-pressure exhaust air blower 8 are stopped by a control command from the running state detector 10 (
T11). Next, the controller 11 outputs a control command to the actuators 3 and 6 (T12). The actuators 3 and 6 open the shutoff valves 2 and 5 in response to a control command from the controller 11. In this state, the controller 11 outputs an operation command to the low pressure air supply blower 1 and the low pressure exhaust blower 4 (T13). The low-pressure supply air blower 1 and the low-pressure exhaust air blower 4 ventilate the interior of the vehicle until the vehicle approaches the next tunnel.
【００１９】本換気装置によれば、車両がトンネル内を
走行している間中、低圧給気送風機１および低圧排気送
風機４からなる低圧換気手段の空気流路は締め切られる
。前記低圧換気手段の空気流路は、締切弁２，５からな
る空気流路締切手段によって締め切られる。本換気装置
によれば、車両がトンネル内を走行している間中、高圧
給気送風機７および高圧排気送風機８によって車体内の
換気を行う。すなわち、本換気装置は、車両のトンネル
内走行中に、高圧給気送風機７および高圧排気送風機８
からなる高圧換気手段によって車内の換気を行う。した
がって、本換気装置によれば、車両が高速でトンネルを
走行する際に生じる車外圧力の変動の、車内への伝播を
防止できる。すなわち、前記高圧給気送風機７および高
圧排気送風機８は、車外圧力の最大変動値よりも吐出圧
力が高いため、車外圧力が変動しても送風量が大幅に変
化することがない。高圧給気送風機７および高圧排気送
風機８の送風量に変化が生じなければ、車内の圧力は変
化しない。したがって、車内の乗客は、前記圧力変動の
影響を受けない。また、本換気装置によれば、低圧給気
送風機１および低圧排気送風機４からなる低圧換気手段
と、高圧給気送風機７および高圧排気送風機８からなる
高圧換気手段とを切替て動作させるため、換気装置全体
の消費動力をターボ圧縮機を用いた換気装置よりも減少
させることができる。本換気装置の消費動力は、実用化
されている従来の換気装置とほぼ同等である。本換気装
置によれば、車体９の内部は、車両のトンネル内走行時
であっても連続的に換気が行われる。According to this ventilation system, the air flow path of the low-pressure ventilation means consisting of the low-pressure supply air blower 1 and the low-pressure exhaust air blower 4 is closed off while the vehicle is traveling in the tunnel. The air flow path of the low-pressure ventilation means is closed off by air flow path closing means consisting of shutoff valves 2 and 5. According to this ventilation system, the inside of the vehicle is ventilated by the high-pressure supply air blower 7 and the high-pressure exhaust air blower 8 while the vehicle is traveling in the tunnel. That is, this ventilation system operates the high-pressure supply air blower 7 and the high-pressure exhaust air blower 8 while the vehicle is running in the tunnel.
The interior of the vehicle is ventilated using high-pressure ventilation means consisting of: Therefore, according to the present ventilation system, it is possible to prevent fluctuations in pressure outside the vehicle that occur when the vehicle travels through a tunnel at high speed from propagating into the interior of the vehicle. That is, since the high-pressure supply air blower 7 and the high-pressure exhaust air blower 8 have a discharge pressure higher than the maximum fluctuation value of the outside pressure, the amount of air blown does not change significantly even if the outside pressure fluctuates. If there is no change in the amount of air blown by the high-pressure supply air blower 7 and the high-pressure exhaust air blower 8, the pressure inside the vehicle will not change. Therefore, passengers inside the vehicle are not affected by the pressure fluctuations. Further, according to the present ventilation system, the low pressure ventilation means consisting of the low pressure air supply blower 1 and the low pressure exhaust blower 4 and the high pressure ventilation means consisting of the high pressure air supply blower 7 and the high pressure exhaust blower 8 are operated by switching. The power consumption of the entire system can be reduced compared to a ventilation system using a turbo compressor. The power consumption of this ventilation system is almost the same as that of conventional ventilation systems that are in practical use. According to this ventilation system, the inside of the vehicle body 9 is continuously ventilated even when the vehicle is traveling in a tunnel.
【００２０】なお、前記高圧給気送風機７および高圧排
気送風機８は定格送風量が必要換気量より少ない。した
がって、前記車両がトンネル内を最高速度で走行する場
合、本換気装置を備えた車両が通過可能なトンネルの最
大長さは約２０ｋｍであり、路線に対するトンネルの占
め割合は約３３％である。Note that the rated air flow rate of the high pressure air supply blower 7 and the high pressure exhaust air blower 8 is smaller than the required ventilation amount. Therefore, when the vehicle travels at the maximum speed in the tunnel, the maximum length of the tunnel through which the vehicle equipped with this ventilation system can pass is approximately 20 km, and the ratio of the tunnel to the route is approximately 33%.
【００２１】ところで、前記実施例において、前記車外
圧力の変動状態を予め検知する走行状態検知としては他
にも考えられる。例えば、車両が走行する路線における
トンネルの位置およびトンネル自体の長さを記憶した記
憶装置および該記憶装置の情報を車両の走行距離に基づ
いて読み出す出力装置を前記走行状態検知器として用い
てもよい。該走行状態検知器は、前記各送風機の定格運
転到達時間を確保できる位置に車両がさしかかった時点
で、制御器１１へ出力装置より制御指令を出力する。ま
た、前記走行状態検知器は、車両の走行速度とトンネル
の長さによって該車両のトンネルからの脱出時期を演算
する機能を有する。該走行状態検知器は、前記演算結果
に基づいて車両のトンネルからの脱出時点で制御指令を
制御器１１へ出力する。By the way, in the above-mentioned embodiment, there are other ways of detecting the driving state in which the variation state of the pressure outside the vehicle is detected in advance. For example, a storage device that stores the position of a tunnel on a route on which a vehicle travels and the length of the tunnel itself, and an output device that reads out information from the storage device based on the distance traveled by the vehicle may be used as the traveling state detector. . The running state detector outputs a control command from an output device to the controller 11 when the vehicle approaches a position where the rated operation time of each of the blowers can be ensured. Further, the driving state detector has a function of calculating the time for the vehicle to escape from the tunnel based on the traveling speed of the vehicle and the length of the tunnel. The running state detector outputs a control command to the controller 11 when the vehicle escapes from the tunnel based on the calculation result.
【００２２】さらに、前記実施例において、走行状態検
知器は車体９の外部圧力を検知する圧力検出器であって
もよい。走行状態検知器として圧力検出器を用いた場合
、車両がトンネルに進入した後、制御器１１が動作する
ことになる。したがって、車外圧力の変動が車内に伝播
する。しかし、アクチュエータ３，６および締切弁２，
５の動作速度を短くすることによって、車外圧力の変動
による影響を最小限に抑えることができる。また、車外
圧力の変動が車内へ伝播する場合、低圧給気送風機１お
よび低圧排気送風機４が抵抗となる。Furthermore, in the embodiment described above, the running state detector may be a pressure detector that detects the external pressure of the vehicle body 9. If a pressure detector is used as the driving state detector, the controller 11 will operate after the vehicle enters the tunnel. Therefore, fluctuations in the pressure outside the vehicle propagate into the interior of the vehicle. However, the actuators 3 and 6 and the shutoff valve 2,
By shortening the operating speed of No. 5, the influence of fluctuations in external pressure can be minimized. Furthermore, when fluctuations in the pressure outside the vehicle propagate into the interior of the vehicle, the low pressure air supply blower 1 and the low pressure exhaust blower 4 act as resistance.
【００２３】前記二つの走行状態検知器の例は、該走行
状態検知器を構成する各機器がすべて車両に設置されて
いるため、安価であり、かつ、構造も簡単である。また
、前記二つの走行状態検知器の例は、保守が容易であり
、かつ、信頼性も高い。[0023] The above-mentioned two examples of running state detectors are inexpensive and simple in structure because all the devices constituting the running state detectors are installed in the vehicle. Moreover, the two examples of running state detectors described above are easy to maintain and have high reliability.
【００２４】本発明の第２実施例を図４，図５によって
説明する。本実施例の換気装置は、前記第１実施例と同
一の低圧給気送風機１，低圧排気送風機４，高圧給気送
風機７，高圧排気送風機８，給気締切弁２，排気締切弁
５，アクチュエータ３，アクチュエータ６および走行状
態検知器１０によって構成されている。ただし、本実施
例の換気装置は、制御器２０が前記第１実施例の制御器
１１とは異なっている。該制御器２０は、前記低圧給気
送風機１，低圧排気送風機４，アクチュエータ３および
アクチュエータ６を制御する。制御器２０は、前記高圧
給気送風機７および高圧排気送風機８を制御しない。該
高圧給気送風機７および高圧排気送風機８は、換気装置
の主電源に接続され、該換気装置の主電源に連動して動
作する。したがって、換気装置の主電源が投入されてい
る間中、高圧給気送風機７および高圧排気送風機８は、
常に運転されている。なお、本実施例は、車体９の仕様
および車両の走行速度も前記第１実施例と同一である。A second embodiment of the present invention will be explained with reference to FIGS. 4 and 5. The ventilation system of this embodiment includes the same low pressure air supply blower 1, low pressure exhaust air blower 4, high pressure air supply blower 7, high pressure exhaust air blower 8, air supply cutoff valve 2, exhaust air cutoff valve 5, and actuator as in the first embodiment. 3. It is composed of an actuator 6 and a running state detector 10. However, in the ventilation system of this embodiment, the controller 20 is different from the controller 11 of the first embodiment. The controller 20 controls the low pressure air supply blower 1, the low pressure exhaust blower 4, the actuator 3, and the actuator 6. The controller 20 does not control the high pressure supply air blower 7 and the high pressure exhaust air blower 8. The high-pressure supply air blower 7 and the high-pressure exhaust air blower 8 are connected to the main power source of the ventilation device and operate in conjunction with the main power source of the ventilation device. Therefore, while the main power supply of the ventilation system is turned on, the high pressure supply air blower 7 and the high pressure exhaust air blower 8 are
always being driven. In this embodiment, the specifications of the vehicle body 9 and the running speed of the vehicle are also the same as those of the first embodiment.
【００２５】本換気装置の動作状況を図５により説明す
る。車両がトンネルに接近した場合、走行状態検知器１
０は、制御指令Ｓ２０を制御器２０へ出力する（Ｔ２０
）。前記制御器２０は、低圧給気送風機１および低圧排
気送風機４を停止させる（Ｔ２１）。その後、制御器２
０は、アクチュエータ３，６へ締切弁２，５を締切る締
切指令を出力する（Ｔ２２）。締切弁２，５は、前記ア
クチュエータ３，６の動作によって締め切られる。した
がって、前記低圧給気送風機１および低圧排気送風機４
は、それぞれの空気流路を締切られる。本実施例も第１
実施例と同様に、車両のトンネル内走行中は、高圧給気
送風機３０および高圧排気送風機３１によって車内の換
気を行う。車両がトンネルを脱出すると、走行状態検知
器１０は、制御指令Ｓ３０を制御器２０へ出力する（Ｔ
３０）。制御器２０はアクチュエータ３，６へ締切弁２
，５を開くための制御指令を出力する（Ｔ３１）。その
後、制御器２０は、低圧給気送風機２１および低圧排気
送風機２を運転させる（Ｔ３２）。The operational status of this ventilation system will be explained with reference to FIG. When the vehicle approaches a tunnel, driving condition detector 1
0 outputs the control command S20 to the controller 20 (T20
). The controller 20 stops the low pressure air supply blower 1 and the low pressure exhaust air blower 4 (T21). Then controller 2
0 outputs a shutoff command to close the shutoff valves 2 and 5 to the actuators 3 and 6 (T22). The shutoff valves 2 and 5 are closed by the operation of the actuators 3 and 6. Therefore, the low pressure supply air blower 1 and the low pressure exhaust air blower 4
The respective air flow paths are closed off. This example is also the first
Similar to the embodiment, while the vehicle is traveling in the tunnel, the interior of the vehicle is ventilated by the high-pressure supply air blower 30 and the high-pressure exhaust air blower 31. When the vehicle escapes from the tunnel, the driving state detector 10 outputs a control command S30 to the controller 20 (T
30). The controller 20 connects the shutoff valve 2 to the actuators 3 and 6.
, 5 is output (T31). After that, the controller 20 operates the low pressure air supply blower 21 and the low pressure exhaust blower 2 (T32).
【００２６】本換気装置によれば、前記第１実施例と同
様に、トンネル内走行中における車内の圧力変動を防止
することができる。又、本換気装置は、車両のトンネル
内走行中に連続して車内の換気が行える。本換気装置は
、消費動力が前記第１の実施例よりも増すが、ターボ圧
縮機を用いた従来の換気装置よりも少ない。本換気装置
は、制御器２０によって高圧給気送風機７および高圧排
気送風機８を制御しないため、第１実施例の換気装置よ
りも制御系の構造を簡略化することができる。また、本
換気装置は、高圧給気送風機７および高圧排気送風機８
を連続運転させるため、該高圧給気送風機７および高圧
排気送風機８の定格運転に到達するまでの時間を考慮す
る必要がない。したがって、本換気装置は、走行状態検
知器として圧力検出器を用いる場合に特に有効である。[0026] According to this ventilation system, as in the first embodiment, pressure fluctuations inside the vehicle can be prevented while the vehicle is running in a tunnel. Furthermore, this ventilation system can continuously ventilate the interior of the vehicle while the vehicle is running in the tunnel. This ventilation system consumes more power than the first embodiment, but it consumes less power than the conventional ventilation system using a turbo compressor. Since the present ventilation system does not control the high-pressure supply air blower 7 and the high-pressure exhaust air blower 8 by the controller 20, the structure of the control system can be simpler than that of the ventilation system of the first embodiment. In addition, this ventilation system includes a high-pressure supply air blower 7 and a high-pressure exhaust air blower 8.
Since the high-pressure air supply blower 7 and the high-pressure exhaust blower 8 are operated continuously, there is no need to consider the time required for the high-pressure air supply blower 7 and the high-pressure exhaust blower 8 to reach their rated operation. Therefore, this ventilation system is particularly effective when a pressure detector is used as a running state detector.
【００２７】[0027]
【発明の効果】以上説明したように本発明の換気装置お
よびその制御方法によれば、車両がトンネル内を高速で
走行しても、車内へ車外圧力の変動が伝播することがな
く、乗客に不快感を与えることがない。また、前記換気
装置およびその制御方法によれば、従来のターボ圧縮機
を用いた換気装置よりも消費動力が少なく、かつ、車内
を連続的な換気がおこなえる。[Effects of the Invention] As explained above, according to the ventilation system and its control method of the present invention, even when the vehicle runs at high speed in a tunnel, fluctuations in the pressure outside the vehicle do not propagate into the interior of the vehicle. Does not cause discomfort. Further, according to the ventilation system and its control method, the power consumption is lower than that of a conventional ventilation system using a turbo compressor, and the interior of the vehicle can be continuously ventilated.
【図１】本発明の第１実施例を示す空気経路図である。FIG. 1 is an air path diagram showing a first embodiment of the present invention.
【図２】本発明の第１実施例における各種機器の制御状
況を示した図である。FIG. 2 is a diagram showing the control status of various devices in the first embodiment of the present invention.
【図３】本発明の第１実施例で用いられている二種類の
送風器の圧力特性を示すグラフである。FIG. 3 is a graph showing pressure characteristics of two types of blowers used in the first embodiment of the present invention.
【図４】本発明の第２実施例を示す空気経路図である。FIG. 4 is an air path diagram showing a second embodiment of the present invention.
【図５】本発明の第２実施例における各種機器の制御状
況を示した図である。FIG. 5 is a diagram showing the control status of various devices in a second embodiment of the present invention.
１…低圧給気送風機、２，５…締切弁、３，６…アクチ
ュエータ、４…低圧排気送風機、７…高圧給気送風機、
８…高圧排気送風機、９…車体、１０…走行状態検知器
、１１…制御器。1...Low pressure air supply blower, 2, 5...Shutoff valve, 3, 6...Actuator, 4...Low pressure exhaust blower, 7...High pressure air supply blower,
8...High-pressure exhaust blower, 9...Vehicle body, 10...Driving state detector, 11...Controller.
Claims (13)
り高い吐出圧力を有する高圧給気手段と、車両走行時に
おける車外の変動する圧力より高い吐出圧力を有する高
圧排気手段と、前記高圧給気手段より低い吐出圧力を有
する低圧給気手段と、前記高圧排気手段より低い吐出圧
力を有する低圧排気手段と、前記低圧給気手段の空気流
路を開閉可能な給気締切手段と、前記低圧排気手段の空
気流路を開閉可能な排気締切手段と、車両走行時におけ
る車外圧力の変動状態に応じて前記給気締切手段および
排気締切手段を締切動作させる制御手段とから構成した
鉄道車両用換気装置。1. High-pressure air supply means having a discharge pressure higher than the fluctuating pressure outside the vehicle when the vehicle is running; high-pressure exhaust means having a discharge pressure higher than the fluctuating pressure outside the vehicle when the vehicle is running; and the high-pressure air supply. a low-pressure air supply means having a discharge pressure lower than that of the high-pressure exhaust means; a low-pressure exhaust means having a discharge pressure lower than the high-pressure exhaust means; an air supply shutoff means capable of opening and closing an air passage of the low-pressure air supply means; A ventilation system for a railway vehicle, comprising an exhaust shutoff means capable of opening and closing an air flow path of the means, and a control means for shutting off the supply air shutoff means and the exhaust shutoff means according to the fluctuating state of external pressure when the vehicle is running. .
て、前記低圧給気手段および低圧排気手段は、車両の必
要換気量に相当する送風量を有していることを特徴とし
た鉄道車両用換気装置。2. The railway vehicle ventilation system according to claim 1, wherein the low-pressure air supply means and the low-pressure exhaust means have an air flow rate corresponding to a required ventilation amount of the vehicle. ventilation system.
て、前記低圧給気手段および低圧排気手段は車両の必要
換気量に相当する送風量を有し、前記高圧給気手段およ
び高圧排気手段は前記低圧給気手段および低圧排気手段
より少ない送風量を有していることを特徴とした鉄道車
両用換気装置。3. The railway vehicle ventilation system according to claim 1, wherein the low-pressure air supply means and the low-pressure exhaust means have an air flow rate corresponding to the required ventilation amount of the vehicle, and the high-pressure air supply means and the high-pressure exhaust means A ventilation system for a railway vehicle, characterized in that the ventilation system has a smaller amount of air than the low-pressure air supply means and the low-pressure exhaust means.
て、前記制御手段は、車両のトンネルへの進入を予め検
知する走行状態検知手段を備えており、かつ、前記走行
状態検知手段の検知結果に基づいて前記給気締切手段お
よび排気締切手段を締切動作させることを特徴とした鉄
道車両用換気装置。4. The ventilation system for a railway vehicle according to claim 1, wherein the control means includes a running state detecting means for detecting in advance the entry of the vehicle into a tunnel, and the controlling means includes a running state detecting means for detecting in advance the entry of the vehicle into a tunnel, and detecting the running state of the running state detecting means. A ventilation system for a railway vehicle, characterized in that the supply air shutoff means and the exhaust air shutoff means are shut off based on the results.
て、前記制御手段は、車両のトンネル内走行期間を検知
する走行状態検知手段を備えており、かつ、前記走行状
態検知手段の検知結果に基づいて前記給気締切手段およ
び排気締切手段を締切動作させることを特徴とした鉄道
車両用換気装置。5. The ventilation system for a railway vehicle according to claim 1, wherein the control means includes a running state detecting means for detecting a running period of the vehicle in a tunnel, and detects a detection result of the running state detecting means. A ventilation system for a railway vehicle, characterized in that the supply air shutoff means and the exhaust air shutoff means are shut off based on the following.
り高い吐出圧力を有する高圧給気手段と、車両走行時に
おける車外の変動する圧力より高い吐出圧力を有する高
圧排気手段と、前記高圧給気手段より低い吐出圧力を有
する低圧給気手段と、前記高圧排気手段より低い吐出圧
力を有する低圧排気手段と、前記低圧給気手段の空気流
路を開閉可能な給気締切手段と、前記低圧排気手段の空
気流路を開閉可能な排気締切手段と、車外圧力変動状態
に応じて前記給気締切手段および排気締切手段を締切動
作させ、かつ、前記低圧給気手段および低圧排気手段を
停止させ、さらに、前記高圧給気手段および高圧排気手
段を運転させる制御手段とから構成した鉄道車両用換気
装置。6. A high-pressure air supply means having a discharge pressure higher than a fluctuating pressure outside the vehicle when the vehicle is running; a high-pressure exhaust means having a discharge pressure higher than a fluctuating pressure outside the vehicle when the vehicle is running; and the high-pressure air supply. a low-pressure air supply means having a discharge pressure lower than that of the high-pressure exhaust means; a low-pressure exhaust means having a discharge pressure lower than the high-pressure exhaust means; an air supply shutoff means capable of opening and closing an air passage of the low-pressure air supply means; an exhaust shut-off means capable of opening and closing an air flow path of the means, and shutting off the air supply shut-off means and exhaust shut-off means according to a state of external pressure fluctuation, and stopping the low-pressure air supply means and low-pressure exhaust means; Furthermore, a ventilation system for a railway vehicle comprising a control means for operating the high-pressure air supply means and the high-pressure exhaust means.
て、前記制御手段は、車両のトンネルへの進入を予め検
知する走行状態検知手段を備えており、かつ、前記走行
状態検知手段の検知結果に基づいて、前記給気締切手段
および排気締切手段を締切り、前記低圧給気手段および
低圧排気手段を停止させ、高圧給気手段および高圧排気
手段を運転させることを特徴とした鉄道車両用換気装置
。7. The ventilation system for a railway vehicle according to claim 6, wherein the control means includes a running state detecting means for detecting in advance the entry of the vehicle into a tunnel, and the control means includes a running state detecting means for detecting in advance the entry of the vehicle into a tunnel, and detecting the running state of the running state detecting means. Ventilation for a railway vehicle, characterized in that, based on the results, the air supply shut-off means and the exhaust shut-off means are shut off, the low-pressure air supply means and the low-pressure exhaust means are stopped, and the high-pressure air supply means and the high-pressure exhaust means are operated. Device.
て、前記制御手段は、車両のトンネル内走行期間を検知
する走行状態検知手段を備えており、かつ、前記走行状
態検知手段の検知結果に基づいて、前記給気締切手段お
よび排気締切手段を締切り、前記低圧給気手段および低
圧排気手段を停止させ、高圧給気手段および高圧排気手
段を運転させることを特徴とした鉄道車両用換気装置。8. The ventilation system for a railway vehicle according to claim 6, wherein the control means includes a running state detecting means for detecting a running period of the vehicle in a tunnel, and detects a detection result of the running state detecting means. Based on the above, the ventilation system for a railway vehicle is characterized in that the air supply shut-off means and the exhaust shut-off means are shut off, the low-pressure air supply means and the low-pressure exhaust means are stopped, and the high-pressure air supply means and the high-pressure exhaust means are operated. .
て、前記走行状態検知手段を、車体に設置され、車外の
圧力を検知する圧力検知手段としたことを特徴とした鉄
道車両用換気装置。9. A ventilation system for a railway vehicle according to claim 8, wherein the running state detection means is a pressure detection means installed in a vehicle body and configured to detect pressure outside the vehicle. .
構成される高圧換気系と、前記高圧給気手段より低い吐
出圧力を有する低圧給気手段および前記高圧排気手段よ
り低い吐出圧力を有する低圧排気手段とから構成される
低圧換気系と、前記低圧給気系の空気流路を締め切る締
切手段とから構成した鉄道車両用換気装置。10. A high-pressure ventilation system comprising a high-pressure air supply means and a high-pressure exhaust means, a low-pressure air supply means having a lower discharge pressure than the high-pressure air supply means, and a low-pressure air supply having a lower discharge pressure than the high-pressure exhaust means. A ventilation system for a railway vehicle, comprising: a low-pressure ventilation system comprising an exhaust means; and a closing means for closing off an air flow path of the low-pressure air supply system.
運転方法において、車両走行時における車外圧力の変動
状態を検知するステップと、前記車外圧力の変動状態に
応じて、前記換気装置を構成する高圧換気手段および低
圧換気手段のうちの、前記低圧換気手段に設置された空
気流路締切手段を締切動作させるステップとからなるこ
とを特徴とする鉄道車両用換気装置の運転方法。11. A method of operating a ventilation system for a railway vehicle that ventilates the inside of a train, including the step of detecting a fluctuation state of pressure outside the vehicle while the vehicle is running, and configuring the ventilation system according to the fluctuation state of the outside pressure. 1. A method of operating a ventilation system for a railway vehicle, comprising the step of: closing an air passage closing means installed in the low-pressure ventilation means of the high-pressure ventilation means and the low-pressure ventilation means.
運転方法において、前記車外圧力の変動状態に応じて、
前記換気装置を構成する高圧換気手段および低圧換気手
段のうちの、前記低圧換気手段に設置された空気流路締
切手段を締切動作させ、かつ、前記低圧換気手段を停止
させるステップとからなることを特徴とする鉄道車両用
換気装置の運転方法。12. The method of operating a ventilation system for a railway vehicle according to claim 11, in which, depending on the fluctuation state of the external pressure,
Of the high-pressure ventilation means and low-pressure ventilation means constituting the ventilation device, the air flow path closing means installed in the low-pressure ventilation means is operated to shut off, and the low-pressure ventilation means is stopped. Features: How to operate a railway vehicle ventilation system.
運転方法において、前記車外圧力の変動状態に応じて、
前記換気装置を構成する高圧換気手段および低圧換気手
段のうちの、前記低圧換気手段に設置された空気流路締
切手段を締切動作させ、かつ、前記低圧換気手段と高圧
換気手段とを切替て該低圧換気手段を停止させるステッ
プとからなることを特徴とする鉄道車両用換気装置の運
転方法。13. The method of operating a ventilation system for a railway vehicle according to claim 11, in which, depending on the fluctuation state of the external pressure of the vehicle,
Of the high-pressure ventilation means and low-pressure ventilation means constituting the ventilation device, the air flow path closing means installed in the low-pressure ventilation means is operated to shut off, and the low-pressure ventilation means and the high-pressure ventilation means are switched. A method of operating a ventilation system for a railway vehicle, comprising the step of stopping a low-pressure ventilation means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3052173A JP2626282B2 (en) | 1990-03-19 | 1991-03-18 | Vehicle ventilation method and device |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6703590 | 1990-03-19 | ||
| JP2-67035 | 1990-03-19 | ||
| JP3052173A JP2626282B2 (en) | 1990-03-19 | 1991-03-18 | Vehicle ventilation method and device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04212669A true JPH04212669A (en) | 1992-08-04 |
| JP2626282B2 JP2626282B2 (en) | 1997-07-02 |
Family
ID=26392791
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3052173A Expired - Fee Related JP2626282B2 (en) | 1990-03-19 | 1991-03-18 | Vehicle ventilation method and device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2626282B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07172308A (en) * | 1992-09-09 | 1995-07-11 | Hitachi Ltd | Vehicle ventilation device and control method thereof |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59220449A (en) * | 1983-05-27 | 1984-12-11 | 財団法人鉄道総合技術研究所 | Ventilating device for car |
| JPS6222785A (en) * | 1985-07-23 | 1987-01-30 | Sanwa Kagaku Kenkyusho:Kk | Novel 2-oxopyrrolidine compound and salt thereof, and preventing and treating agent for cerebral dysfunction containing said compound and salt as active constituent |
| JPH01142365U (en) * | 1988-03-25 | 1989-09-29 |
-
1991
- 1991-03-18 JP JP3052173A patent/JP2626282B2/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59220449A (en) * | 1983-05-27 | 1984-12-11 | 財団法人鉄道総合技術研究所 | Ventilating device for car |
| JPS6222785A (en) * | 1985-07-23 | 1987-01-30 | Sanwa Kagaku Kenkyusho:Kk | Novel 2-oxopyrrolidine compound and salt thereof, and preventing and treating agent for cerebral dysfunction containing said compound and salt as active constituent |
| JPH01142365U (en) * | 1988-03-25 | 1989-09-29 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07172308A (en) * | 1992-09-09 | 1995-07-11 | Hitachi Ltd | Vehicle ventilation device and control method thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2626282B2 (en) | 1997-07-02 |
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