JPH0840268A - Vehicle ventilating device - Google Patents

Abstract

PURPOSE:To provide a vehicle ventilating device which has a simplified and small-sized structure, which can prevent ears from suffering, and which can enhance the responsiveness. CONSTITUTION:If a pressure outside of a vehicle is higher than that inside of the vehicle, a parallel operation mode is set so that a first fan F1 feeds air into the passenger compartment of the vehicle, and second fan F2 discharges air from the passenger compartment while the opening degree of a first throttling means connected in series to the first fan F1 is controlled. If the pressure outside of the vehicle is lower than that inside of the vehicle, the first and second fans 1, 2 are operated in series mode while the first throttling means S1 is fully opened so that air is fed through the first throttling means S1 while the air is discharged from the passenger compartment of the vehicle through an air discharge passage connected therein with a second throttling means S2 whose opening degree is controlled, the opening degrees of the first and second throttling means S1, S2 is feed-forward controlled in accordance with a flow rate of air from the second fan S2 which is estimated from a differential pressure DELTAP detected across the second fan F2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention does not make passengers in a vehicle uncomfortable even if the pressure outside the vehicle fluctuates, such as when passing through a high-speed railway vehicle such as a railway vehicle, especially when passing through a tunnel or the like. The present invention relates to a vehicle ventilation device.

[0002]

2. Description of the Related Art Conventionally, in railway vehicles that carry a large number of passengers at high speed, the polluted air inside the narrow vehicle is exhausted from the exhaust fan to the outside of the vehicle, and the fresh air outside the vehicle is introduced by forced air ventilation. ing. Ventilation devices for vehicles are required to have a function of keeping the air in the vehicle fresh and preventing a phenomenon that causes discomfort to passengers, such as a "ear pin" caused by a sudden change in the pressure in the vehicle.

[0003] When a railway vehicle is traveling in a light section outside the tunnel, the pressure outside the vehicle is atmospheric pressure and does not fluctuate rapidly. However, when entering the tunnel, the external pressure rises and then falls. Outside the tunnel, the pressure outside the vehicle suddenly rises and then falls sharply. When exiting the tunnel, the outside pressure returns to atmospheric pressure.
When the pressure outside the vehicle changes abruptly, the amount of air ventilated through the ventilation fan changes, which changes the pressure inside the vehicle. When the fluctuation value and the rate of change of the pressure inside the vehicle increase in this way, the passengers and occupants in the vehicle generate a "earspan" phenomenon, and feel discomfort.

[0004] As a prior art for suppressing the pressure fluctuation in a train even if a railroad vehicle runs in a tunnel at a high speed, for example, Japanese Patent Application Laid-Open No. Sho 60-135363 discloses a "device for ventilating and cabin air-conditioning a passenger compartment in a railcar". In addition, a flow sensor or a speed sensor is provided at the supply port and the exhaust port to adjust the restriction of the supply air passage to suppress the fluctuation of the vehicle interior pressure.

[0005] In another prior art, a restriction is provided in an exhaust ventilation passage to suppress fluctuations in the vehicle interior pressure.

In order to adjust the supply air amount or the exhaust air amount, the operation is performed in response to the outputs of the sensors provided at the air supply port and the air exhaust port, respectively, as described above. Slow pressure fluctuations due to dead time and vehicle volume cause delays in air volume adjustment, making it impossible to perform control to follow abrupt changes in vehicle exterior pressure. Further, when the external pressure is directly measured and the supply air volume and the exhaust air volume are adjusted by the external pressure signal, the supply air volume and the exhaust air volume are not determined only by the level of the external pressure, but are also affected by the internal pressure. Further, since the outside pressure is affected by the vehicle wall surface depending on the place to be measured and the pulsation is large, using the outside pressure for control often makes it difficult to control the inside pressure.

Therefore, as for the vehicle interior pressure, the fact that the vehicle interior pressure changes due to the difference between the intake air volume sucked from the outside of the vehicle and the exhaust air volume discharged to the outside of the vehicle is utilized to make use of the above-mentioned prior art JP-A-60-.
In 135363, there is a method in which a flow rate sensor or a speed sensor for measuring an inflow rate or an exhaust rate of air is installed at an intake port or an exhaust port to obtain a supply air flow rate or an exhaust air flow rate, thereby reducing the fluctuation of the vehicle interior pressure. Has been stated. In this prior art, an orifice needs to be provided in a ventilation passage in a throttle flow meter or an area flow meter that is generally used when measuring a flow rate.By installing this orifice, the ventilation passage is formed as compared with a case where there is no orifice. Because it is squeezed, the air volume decreases.

[0008] Also, in a positive displacement flowmeter or an impeller flowmeter,
Since the rotor and the impeller are provided in the ventilation passage, the air volume is smaller than that in the ventilation passage without the flow meter.

There is also a configuration in which the flow rate is measured using a pitot tube. However, the pitot tube originally obtains the flow velocity, and the air flow is obtained by multiplying the average flow velocity obtained by the pitot tube by the cross-sectional area. Even in this configuration, if the cross-sectional area of the ventilation path is small, the pitot tube itself becomes an obstacle in the ventilation path, so it is necessary to increase the cross-sectional area of the ventilation path.In the case of air containing dust, the measurement holes are clogged. In some cases, the air flow cannot be measured.

Further, there is an ultrasonic flowmeter which does not project a protrusion in the ventilation passage, but it is necessary to provide a transmitter and a receiver in the ventilation passage, which makes the equipment large and expensive.

When the ventilation path is narrowed in the air flow measurement, pressure loss occurs as a ventilation fan. To obtain a required ventilation air flow, it is necessary to increase the power of the ventilation fan to compensate for the pressure loss. Therefore, since there is no sensor that measures the flow rate without reducing the flow rate and is inexpensive and compact, it is very expensive when trying to realize the prior art using a flow rate sensor or a wind speed sensor. Becomes

In the future railway vehicles, especially in high-speed vehicles in which the vehicle outside pressure fluctuates greatly, there is a demand for a small and inexpensive ventilation system that suppresses the fluctuations in the vehicle interior pressure to a small level.

[0013]

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle ventilator which is small in size, inexpensive, suppresses fluctuations in vehicle interior pressure, and does not cause the "ear-hooking" phenomenon which causes discomfort to passengers and passengers. It is in.

[0014]

SUMMARY OF THE INVENTION The present invention relates to a first and a second fan F provided in a ventilation passage communicating between the inside and outside of a vehicle.
1, F2, a first throttle means S1 connected in series to the first fan F1, an exhaust passage 18 connected between the inside and outside of the vehicle, and discharging the air inside the vehicle to the outside, and a second exhaust passage 18 interposed in the exhaust passage 18. Diaphragm means S2 and switching means V1 to V3,
Switching between the parallel operation mode and the series operation mode. (A) In the parallel operation mode, air outside the vehicle is supplied to the vehicle interior through the first throttle means S1 by the first fan F1, and the vehicle interior is supplied by the second fan F2. Is discharged outside the vehicle, the exhaust passage 18 is closed, and in the (b) series operation mode, the first and second fans F1 and F2 are connected in series to supply air outside the vehicle into the vehicle, Air inside the car,
Switching means V1 to V3 for exhausting to the outside of the vehicle via the exhaust passage 18 and the second throttle means S2; and a differential pressure detecting means PD2 for detecting a differential pressure ΔP2 between the discharge pressure P2out and the suction pressure P2in of the second fan F2. And the differential pressure detecting means P
Responsive to the outputs of the air volume estimation means for estimating the air volume of the second fan F2, the vehicle interior pressure detection means PD3 for detecting the vehicle interior pressure P1in, and the vehicle interior pressure detection means PD3 and the air volume estimation means in response to the output of D2. However, in the parallel operation mode, the first
The opening degree of the first throttle means S1 is controlled so that the supply air flow rate by the fan F1 is equal to the exhaust air flow rate by the second fan F2. In the serial operation mode, the opening degree of the first throttle means S1 is determined in advance. And the first and second fans F
1 and F2 includes a control means for controlling the second throttle means S2 so that the supply air volume is the same as the exhaust air volume exhausted through the second throttle means S2. .

The present invention also provides a first and a second fan F1, F2 provided in an air passage communicating between the inside and the outside of the vehicle, a first throttle means S1 connected in series to the first fan F1,
An exhaust passage 18 connected between the inside and outside of the vehicle to discharge the air inside the vehicle, and a second throttle means S interposed in the exhaust passage 18
2 and switching means V1 to V3 for switching between the parallel operation mode and the series operation mode. (A) In the parallel operation mode, the air outside the vehicle is circulated through the first throttle means S1 by the first fan F1. Air is discharged to the outside of the vehicle by the second fan, the exhaust passage 18 is closed, and in the (b) serial operation mode, the first and second fans F1 and F2 are connected in series. The air outside the vehicle is supplied to the inside of the vehicle, and the air inside the vehicle is supplied to the exhaust passage 18 and the second
Switching means V1 to exhaust air to the outside of the vehicle via the throttle means S2
In-vehicle differential pressure detecting means PD1 for detecting an in-vehicle differential pressure ΔP1 between V3 and the external pressure P1out and the internal pressure P1in.
And (c1) the in-vehicle differential pressure ΔP in response to each output of the in-vehicle differential pressure detection means PD1 and the differentiation circuit.
1 is less than a predetermined first value P11a, and (c2) the vehicle interior / external differential pressure ΔP1 is a predetermined second value P11.
If the difference is less than 12a and the temporal change rate of the in-vehicle differential pressure ΔP1 is less than a negative third predetermined value D1a, the operation mode is switched from the parallel operation mode to the series operation mode, and (d1) The pressure ΔP1 is a predetermined fourth value P
11b or more, and (d2) differential pressure Δ inside and outside the vehicle
When P1 is equal to or more than a predetermined fifth value P12b and the time rate of change of the inside / outside differential pressure ΔP1 is equal to or more than a positive sixth predetermined value D1b, the operation mode is changed from the serial operation mode to the parallel operation mode. Control means for switching between the two.

The present invention also provides a first and a second fan F1, F2 provided in a ventilation path communicating between the inside and the outside of the vehicle, a first throttle means S1 connected in series to the first fan F1,
An exhaust passage 18 connected between the inside and outside of the vehicle to discharge the air inside the vehicle, and a second throttle means S interposed in the exhaust passage 18
2 and switching means V1 to V3 for switching between the parallel operation mode and the series operation mode. (A) In the parallel operation mode, the air outside the vehicle is circulated through the first throttle means S1 by the first fan F1. Air is discharged to the outside of the vehicle by the second fan, the exhaust passage 18 is closed, and in the (b) serial operation mode, the first and second fans F1 and F2 are connected in series. The air outside the vehicle is supplied to the inside of the vehicle, and the air inside the vehicle is supplied to the exhaust passage 18 and the second
Switching means V1 to exhaust air to the outside of the vehicle via the throttle means S2
V3, the discharge pressure P2out and the suction pressure P of the second fan F2.
In response to the outputs of the front-rear differential pressure detecting means PD1 for detecting the front-rear differential pressure ΔP2 and the front-rear differential pressure detecting means PD2,
A differential circuit for obtaining a time change rate of the front-rear differential pressure ΔP2, and a control unit, which responds to respective outputs of the front-rear differential pressure detection unit PD2 and the differentiating circuit, and (e1) determines a front-rear differential pressure ΔP2 that is predetermined. Is less than the value P21a, and (e2)
When the front-rear differential pressure ΔP2 is less than a predetermined second value P22a and the time change rate of the front-rear differential pressure ΔP2 is less than a negative third predetermined value D2a, the parallel operation mode is switched to the series operation mode. When the mode is switched, (f1) the front-rear differential pressure ΔP2 is less than a predetermined fourth value P21b, and (f2) the front-rear differential pressure ΔP2 is a predetermined fifth value.
Control means for switching the operation mode from the serial operation mode to the parallel operation mode when the time change rate of the differential pressure ΔP2 is less than the negative predetermined sixth value D2b. It is a ventilation device for vehicles characterized by the above.

Further, according to the present invention, first and second fans F1 and F2 provided in a ventilation passage communicating between the inside and the outside of the vehicle, and a first throttle means S1 connected in series to the first fan F1 are provided.
An exhaust passage 18 connected between the inside and outside of the vehicle to discharge the air inside the vehicle, and a second throttle means S interposed in the exhaust passage 18
2 and switching means V1 to V3 for switching between the parallel operation mode and the series operation mode. (A) In the parallel operation mode, the air outside the vehicle is circulated through the first throttle means S1 by the first fan F1. Air is discharged to the outside of the vehicle by the second fan, the exhaust passage 18 is closed, and in the (b) serial operation mode, the first and second fans F1 and F2 are connected in series. The air outside the vehicle is supplied to the inside of the vehicle, and the air inside the vehicle is supplied to the exhaust passage 18 and the second
Switching means V1 to exhaust air to the outside of the vehicle via the throttle means S2
In-vehicle differential pressure detecting means PD1 for detecting an in-vehicle differential pressure ΔP1 between V3 and the external pressure P1out and the internal pressure P1in.
And a first differentiating circuit for obtaining a time change rate of the vehicle interior / exterior differential pressure ΔP1 in response to the output of the vehicle interior / exterior differential pressure detecting means PD1, and a differential pressure across the discharge pressure P2out and the suction pressure P2in of the second fan F2. Front and rear differential pressure detecting means PD2 for detecting ΔP2,
In response to the output of the front-rear differential pressure detecting means PD2, the front-rear differential pressure Δ
Each output of a second differentiating circuit for calculating the rate of change of time of P2 and control means, the differential pressure detecting means PD1 inside and outside the vehicle, the first differential circuit, the differential pressure detecting means PD2 before and after, and the second differential circuit. (G1) when the in-vehicle differential pressure ΔP1 is less than the first predetermined value P11a, and (g2) the in-vehicle differential pressure ΔP1 is less than the second predetermined value P12a, and The third predetermined time change rate of the differential pressure ΔP1 is negative.
Is less than the predetermined value D1a, (g3) the front-back differential pressure ΔP2 is less than a predetermined fourth value P21a, and (g4) the front-back differential pressure ΔP2 is a predetermined fifth value P22a.
Is less than and the time rate of change of the differential pressure ΔP2 is less than the negative predetermined sixth value D2a, the operation mode is switched from the parallel operation mode to the series operation mode, and (h
1) When the differential pressure ΔP2 is less than a predetermined seventh value P21b, (h2) the differential pressure ΔP2 is set to an eighth value.
Is less than the value P22b, and the temporal change rate of the front-rear pressure difference ΔP2 is less than the negative predetermined ninth value D2b, (h3) the vehicle interior and exterior differential pressure ΔP1 is not less than the predetermined tenth value P11b. When there is, and (h4) inside and outside differential pressure Δ
P1 is equal to or more than a predetermined eleventh value P12b, and the time change rate of the in-vehicle and external differential pressure ΔP1 is a positive first predetermined value.
And a control means for switching the operation mode from the serial operation mode to the parallel operation mode when the value D1b is 2 or more.

[0018]

According to the present invention, the outside pressure of a railway vehicle is almost always lower than the inside pressure, and when it becomes high, its peak pressure is smaller than the peak pressure when it becomes low. Therefore, the ventilation device is adjusted to the phenomenon peculiar to the railway vehicle, and even when the outside pressure is higher than the inside pressure, two fans F1 and F2 are not connected in series to exhaust air, so that the number of switching means and piping is reduced. I have. Further, by measuring the pressure difference between the front and rear of the second fan F2, the air volume can be easily calculated without narrowing the ventilation path or providing an obstacle, so that power saving, light weight and compact ventilation can be achieved. Device.

According to the present invention, when the pressure outside the vehicle is higher than the pressure inside the vehicle, the parallel operation mode is set. In this parallel operation mode, the first fan F1 is for air supply and the second fan F2 is for exhaust air. For this reason, in the present invention, it is necessary to make the supply air volume and the exhaust air volume the same in order to keep the vehicle interior pressure constant. Therefore, the pressure difference between the suction side and the discharge side of the second fan F2 is detected by the second fan F2 front and rear differential pressure detection means without using a special flow meter for measuring the exhaust gas flow rate, and the second pressure is detected from the differential pressure. The amount of exhaust air flowing through the fan F2 can be calculated. The calculated exhaust air volume, unlike the vehicle interior pressure, has no delay in the ventilation passage.Therefore, it is possible to realize delay-free control by catching this fluctuation and controlling the operation of the throttle of the air supply ventilation passage. it can. As described above, by detecting the exhaust air volume without delay in the ventilation passage or the like, the exhaust air volume control without delay can be performed, and the control for suppressing the fluctuation of the vehicle interior pressure can be easily realized.

According to the present invention, when the outside pressure is lower than the inside pressure, a series operation mode is set. When the series operation mode is set, the discharge side of the first fan F1 is switched to the first throttle means S1 and the first switching means. The second fan F via the means V1
2 and is connected to the suction side 2 to supply the supply air volume. Thus, the second fan F2 works for air supply. Here, in order to keep the vehicle interior pressure constant, it is necessary to make the supply air volume and the exhaust air volume the same. For this reason, in the present invention, the pressure difference between the suction side and the discharge side of the second fan F2 is detected by the second fan F2 front and rear differential pressure detecting means without using a flow meter for measuring a special exhaust flow rate. The amount of supply air flowing to the second fan F2 can be calculated from the differential pressure. As described above, the air supply air volume obtained here differs from the vehicle interior pressure and does not include a delay in an air passage or the like. Therefore, the exhaust air volume is adjusted according to the air supply air volume to adjust the opening degree of the second throttle means S2. This makes it possible to easily realize control for suppressing fluctuations in the vehicle interior pressure. At this time, the first throttle means S1 keeps a constant value as a predetermined opening degree, for example, a full opening.

Further, according to the present invention, when switching the operation mode between the parallel operation mode and the series operation mode,
This can be performed based on the vehicle interior / exterior differential pressure ΔP1 and the time change rate obtained by differentiating it.

Further, according to the present invention, when switching the operation mode between the parallel operation mode and the series operation mode,
This can be performed based on the pressure difference ΔP2 before and after the second fan F2 and the time change rate obtained by differentiating the pressure difference ΔP2.

[0023]

FIG. 1 is a system diagram showing the overall construction of an embodiment of the present invention. A vehicle such as a railroad vehicle is provided with the vehicle ventilation device shown in FIG. 1, and ventilation can be performed between an inside 21 and an outside 22 of the vehicle. The vehicle interior 21 is provided with a spout 1 for spouting fresh outside air and a suction port 2 for sucking contaminated air. Outside the vehicle 22, an air supply port 3 for introducing fresh air and an exhaust port 4 for discharging contaminated air inside the vehicle are provided. A ventilation path 11 is connected to the air supply port 3 and is connected to the suction side of the first fan F1. First fan F
A ventilation path 12 is connected to the discharge side of No. 1 and is connected to a throttle valve S1. The ventilation path 13 is connected to the throttle valve S1. The switching valve V1 connects the ventilation path 13 with the common port C1, the ventilation path 14
A port A1 or B port B1 is connected to the ventilation path 15. The ventilation path 15 is connected to the B port B1 of the switching valve V1,
The A port A3 of the switching valve V3 is connected to the suction side of the second fan F2.

The discharge side of the second fan F2 has a ventilation passage 16
Connect. The switching valve V2 connects the common port C2 to the ventilation path 16, the A port A2 to the ventilation path 17, and the B port B2 to the ventilation path 14. The ventilation path 17 is connected to the B port B2 of the switching valve V2 and the exhaust port 4.

The switching valve V3 connects the ventilation passage 20 to the common port C3, the ventilation passage 15 to the A port A3, and the exhaust ventilation passage 18 to the B port.
Connect port B3. The ventilation path 20 connects the switching valve V3 and the suction port. The throttle valve S2 is connected to the ventilation path 18 and the ventilation path 19. The ventilation path 19 includes the throttle valve S2 and the exhaust port 4
Connect to.

The pressure difference ΔP1 between the inside and outside of the vehicle is detected by the inside / outside pressure difference detecting means PD1. The pressure difference ΔP2 between the suction side and the discharge side of the second fan F2 is detected by the front / rear differential pressure detecting means PD2. The in-vehicle pressure P3 is detected by the in-vehicle pressure detecting means PD3. The control device C1 inputs signals from the differential pressure detecting means PD1, the differential pressure detecting means PD2 and the pressure detecting means PD3,
The operation of the switching valves V1, V2, V3 and the operation of the throttle valves S1, S2 are controlled.

FIG. 2 shows the first and second fans F1 and F2.
FIG. 2 is a diagram showing a simplified configuration of FIG. These fans F
Reference numerals 1 and F2 are axial flow fans that are connected to output shafts 32 and 33 of a single motor 31, are rotationally driven at the same speed, and have the same rating. These fans F1 and F2 are always driven.

The specific construction of the throttle valve S1 is shown in FIG. In FIG. 3A, the throttle valve S1 is realized by the butterfly valve 34 interposed between the ventilation passages 12 and 13.

In another specific configuration of the throttle valve S1 shown in FIG. 3 (2), the ventilation passages 12 and 13 are branched into a plurality (three in this embodiment) of branch ventilation passages 35. Each of the branch ventilation paths 35 has an electromagnetic valve 36 that is driven to open and close. The throttle function can be achieved by selectively opening and closing these solenoid valves 36 and determining the number of solenoid valves 36 in the open state. The throttle valve S1 is
Not only the structure shown in FIG. 3 but also other structures may be provided. Another throttle valve S2 is also a throttle valve S1.
It has the same configuration as.

FIG. 4 is a sectional view showing a specific configuration of the switching valve V1. In the valve box 37, 1 around the axis 38
The valve body 39 which reciprocates by an angle of 20 ° is accommodated therein. In the state of FIG. 4, this switching valve V1 shows a state in which the common port C1 is connected to communicate with the A port A1. When the valve body 39 is angularly displaced by 120 ° in the direction of the arrow 40, the common port C1 is switched to the state in which the common port C1 is connected to the B port B1 as shown by an imaginary line 41. The switching valve V1 may have not only the structure shown in FIG. 4 but also other structures. The remaining switching valves V2 and V3 also have the same structure as the switching valve V1.

In the embodiment shown in FIG. 1, the throttle valve S1 is connected to the discharge port of the first fan F1 and the common port C1 of the throttle valve V1.
Although it is interposed in the ventilation passages 12 and 13 between
As another embodiment, it may be interposed in the ventilation path 11 between the air supply port 3 and the intake port of the first fan F1. further,
In another embodiment, the throttle valve S1 is provided in the middle of a portion of the ventilation path 14 between the common connection point 42 between the A port A1 of the switching valve V1 and the B port B2 of the switching valve V2, and the outside air outlet 1. It may be interposed.

When a railway vehicle travels in a tunnel at high speed, the pressure outside the vehicle fluctuates significantly more than when traveling in a light section. Further, the fluctuation of the pressure outside the vehicle affects the pressure inside the vehicle, so that the pressure inside the vehicle also fluctuates greatly. If these are mathematically expressed, they can be expressed as the following expressions.

Qin = f1 (P1out−P1in) (1) Qout = f2 (P1in−P1out) (2) dPin / dt = RT · ρ / Vin · (Qin−Qout) (3) Qin is The supply air volume, Qout is the exhaust air volume, P1in is the vehicle interior pressure, P1out is the vehicle exterior pressure, R is the gas constant, T is the air temperature, Vin is the vehicle volume, and ρ is the air density. f
1 and f2 are functions.

From the equations (1) to (3), for example, when the outside pressure increases, the pressure difference from the inside pressure (P1out-P1i)
n) increases, the supply air volume Qin increases, and the exhaust air volume Qin
Out decreases, and the time derivative of the in-vehicle pressure becomes positive, increasing the in-vehicle pressure. When the pressure outside the vehicle decreases, the pressure difference (P1out-P1in) from the pressure inside the vehicle decreases, the supply air volume Qin decreases, the exhaust air volume Qout increases, and the time differential of the vehicle interior pressure becomes negative, thereby reducing the vehicle interior pressure.

As described above, if the pressure inside the vehicle changes and fluctuates more than a certain level, the passengers and occupants in the vehicle will have "ears".
I feel discomfort called a phenomenon. Therefore, in the present embodiment, a mechanism for adjusting the air volume is provided in the supply air passage and the exhaust air passage in order to suppress the fluctuation of the in-vehicle pressure.

FIG. 5 is a diagram showing the operation of the operation mode in the embodiment shown in FIGS. The cutoff operation modes m1 and m4, the parallel operation mode m2, and the series operation mode m3 are defined, and when the vehicle enters a tunnel as shown in FIG. 29 described below, a steady state is indicated by an arrow in FIG. From the serial operation mode m3 during traveling to the normal operation mode m2, the shutoff operation mode m1, the parallel operation mode m2, the series operation mode m3, and the shutoff operation mode m4. During steady operation in the tunnel, the mode becomes the series operation mode m3. . When the vehicle exits the tunnel, the operation mode shifts from the series operation mode m3 to the shutoff operation mode m4. When the vehicle enters a steady running state, the mode returns to the series operation mode m3.

When the vehicle exterior pressure is higher than the vehicle interior pressure, the following switching is performed. The switching state at this time is shown in FIG. This switching state is referred to as a parallel operation mode.

[0038]

[Table 1]

In this parallel operation mode, the first fan F1
Functions as an air supply fan, and the second fan F2 functions as an exhaust fan.

In this parallel operation mode, the vehicle pressure P1i
n, the pressure outside the vehicle further rises, the air supply air volume by the first fan F1 increases, and the exhaust air volume by the second fan F2 decreases, the vehicle interior pressure increases, so the opening degree of the throttle valve S1 is increased. The pressure inside the vehicle is kept constant by reducing the amount of supply air.

On the other hand, although the outside pressure is higher than the inside pressure,
When the throttle valve S1 is in the downward tendency, the supply air amount is relatively insufficient with respect to the exhaust air amount if the throttle valve S1 is left as it is. Therefore, by increasing the opening amount of the throttle valve S1 that has been narrowed down to increase the supply air amount, Keep pressure constant.

Next, when the outside pressure is lower than the inside pressure, the switching is performed as follows. The switching state at this time is shown in FIG.
Shown in This switching state is referred to as a series operation mode.

[0043]

[Table 2]

In this serial operation mode, the first fan F1
And the second fan F2 work in series as an air supply fan, and the exhaust communicates between the inside and outside of the vehicle and is adjusted by the throttle valve S2.

In this series operation mode, the pressure inside the vehicle is monitored, and the pressure outside the vehicle is further reduced, so that the amount of air supplied to the first fan F1 and the second fan F2 in series is reduced, and the flow is reduced via the throttle valve S2. When the amount of exhaust air to be exhausted increases, the pressure inside the vehicle decreases. Therefore, the opening degree of the throttle valve S1 is increased to increase the amount of supply air, thereby keeping the pressure inside the vehicle constant. Here, when the supply air volume is insufficient with respect to the exhaust air volume despite the throttle valve S1 being fully opened, the throttle valve S
The inside pressure of the vehicle is kept constant by reducing the opening degree of 2 and reducing the amount of exhaust air.

On the other hand, although the outside pressure is lower than the inside pressure,
If the throttle valve S1 and the throttle valve S2 remain unchanged, the exhaust air volume is insufficient relative to the supply air volume, so the vehicle interior pressure increases. Therefore, the opening of the throttle valve S2 is widened to increase the amount of exhaust air, and the vehicle interior pressure is kept constant. Here, when the exhaust air volume is insufficient with respect to the supply air flow even though the throttle valve S2 is fully opened, the opening degree of the throttle valve S1 is reduced to reduce the supply air flow to keep the vehicle interior pressure constant. I do.

In most cases, the outside pressure of a railway vehicle is lower than the inside pressure, and when it becomes high, its peak pressure is smaller than the peak pressure when it becomes low. Therefore, the ventilation system is adapted to the phenomenon peculiar to the railway vehicle, and the fan F can be used even when the outside pressure is higher than the inside pressure.
Since two units F1 and F2 are not exhausted in series, the switching unit V1 to V3 and the number of pipings are small and the ventilation unit is lightweight and compact.

However, in a special case, for example, when the vehicle crosses an oncoming vehicle in a tunnel section, the vehicle exterior pressure changes greatly and the vehicle exterior pressure becomes higher than the fan exhaust limit, or the fans F1 and F2 supply air. If it is lower than the limit, switch as follows. FIG. 8 shows the switching state at this time. This switching state is referred to as a cutoff operation mode.

[0049]

[Table 3]

In the shutoff operation mode, the first fan F1 and the second fan F2 draw air outside the vehicle and discharge air outside the vehicle while keeping the inside of the vehicle closed so as not to be affected by fluctuations in the pressure outside the vehicle. Is small,
Labor can be saved.

If it is assumed that the peak pressure of the vehicle exterior pressure caused by such a special vehicle exterior pressure,
If the pressure increase of the fans F1 and F2 is selected, the size becomes large. However, in this embodiment, an expensive fan having a high pressure increase capability is selected by sealing the inside of the vehicle and suppressing the fluctuation of the vehicle interior pressure for a short period. Inexpensively and inexpensively, the fans F1 and F2 can be used.

FIG. 9 shows the control device C in the above embodiment.
It is a block diagram which shows the concrete structure of NL. Operation mode switching signal generation circuits MO1a to MO1f are provided for switching between the parallel operation mode of FIG. 6, the series operation mode of FIG. 7, and the deadline operation mode of FIG. These operation mode switching signal generation circuits M01a to MO1f have similar configurations, and corresponding parts are designated by the same numerals with suffixes a to f. For switching from the parallel operation mode to the series operation mode, two operation mode switching signal generation circuits M01a and MO2a are provided, and these switching signals are supplied to a control circuit 44 via an OR gate 43a. The control circuit 44 connects the common ports C1, C2, C3 of the switching valves V1, V2, V3 to the A ports A1, A2,
An operation for switching to A3 or B port B1, B2, B3 is performed.

FIG. 10 shows an operation mode switching signal generating circuit M for switching from the parallel operation mode to the series operation mode.
FIG. 3 is an electric circuit diagram showing a specific configuration of O1a and MO2a. The output from the inside / outside differential pressure detecting means PD1 for detecting the inside / outside differential pressure ΔP1 (= P1out−P1in) is applied to the operation mode switching signal generating circuit MO1a from the line 45 and to the subtraction circuit 46a. This subtraction circuit 4
A signal representing a predetermined set pressure P11a from the pressure setting circuit 47a is supplied to 6a. This set pressure P1
1a is a set value of the inside / outside differential pressure to be switched from the parallel operation mode to the series operation mode. The subtraction circuit 46a
(ΔP1−P11a) is calculated and the logic signal generation circuit 48
Give to a.

As shown in FIG. 11, the logic signal generating circuit 48a generates a logic signal of logic "1" when the input is less than zero, derives a logic signal of logic "0" when the input is zero or more, and OR gate. 49a. Therefore, the logic signal generation circuit 4
From 8a, when the vehicle interior / exterior differential pressure ΔP1 is less than the set pressure P11a, a logic signal of logic "1" is generated, and a switching signal for instructing the parallel operation mode to the series operation mode causes the OR gates 49a and 43a to be switched. After that, it is given to the control circuit 44.

In the operation mode switching signal generating circuit MO1a, the output from the inside / outside differential pressure detecting means PD1 via the line 45 is given to a subtraction circuit 51a, and the subtraction circuit 51a receives the output from the pressure setting circuit 52a. A signal representing the set pressure P12a is given, whereby (ΔP
1-P12a) is performed, and the logical signal generation circuit 53
a. The logic signal generation circuit 53a performs the operation shown in FIG.
Give to. The output from the inside / outside differential pressure detecting means PD1 is supplied to a differentiating circuit 55a, which calculates a time change rate (dΔP1 / dt) of the inside / outside differential pressure ΔP1, and subtracts a signal representing the time change rate from the subtraction circuit. 56a. The subtraction circuit 56a is supplied with a signal indicating the preset time change rate D1a from the time change rate setting circuit 57a, and the subtraction circuit 56a performs the subtraction operation of (dΔP1 / dt-D1a). The signal is applied to logic signal generation circuit 58a. The logic signal generation circuit 58a derives the logic signal shown in FIG. 11 and applies it to the AND gate 54a, as described above. Therefore, when the vehicle interior / exterior differential pressure ΔP1 is less than the set pressure P12a, the logic signal generating circuit 53a derives a logic signal of logic "1", and the logic signal generating circuit 5
From 8a, when the time change rate of the vehicle interior / exterior differential pressure ΔP1 is less than the negative predetermined time change rate D1a, in other words,
When the absolute value of the time change rate of the in-vehicle differential pressure ΔP1 exceeds the absolute value of the set time change rate D1a, the
When the time rate of change of 1 is negative, a logic "1" logic signal is derived, and thus the logic "1" signal from AND gate 54a is used to switch from the parallel operation mode to the series operation mode. Can be

The output from the detecting means PD2 of the differential pressure ΔP2 across the second fan F2 (= discharge pressure P2out-intake pressure P2in) is given to another operation mode switching signal generating circuit MO2a from the line 65 and subtracted. It is supplied to the circuit 66a. The subtraction circuit 66a includes a pressure setting circuit 6
A signal representing the set pressure P21a at 7a is given,
Accordingly, in the subtraction circuit 66a, (ΔP2−P21
a) is calculated and applied to the logic signal generation circuit 68a. As shown in FIG. 11, the logic signal generation circuit 68a derives a logic signal of logic "1" when the input is less than zero, and derives a logic signal of logic "0" when the input is greater than zero. The logic signal is further applied to the control circuit 44 via the OR gate 43a and used for switching from the parallel operation mode to the series operation mode. Therefore, when the pressure difference ΔP2 across the fan F2 is lower than the set pressure P21a, a logic signal of logic “1” is derived from the logic signal generation circuit 68a.

The output from the differential pressure detecting means PD2 of the fan F2 via the line 65 is also given to the subtracting circuit 71a, and the subtracting circuit 71a is given a signal representing the set pressure P22a from the pressure setting circuit 72a. Thus, in the subtraction circuit 71a, (ΔP2−P22a) is calculated and given to the logic signal generation circuit 73a. The logic signal generation circuit 73a derives a logic signal as shown in FIG. 11, that is, when the front-back differential pressure ΔP2 is less than the set pressure P22a, derives a logic signal of logic “1” and AND gate 74.
Give to a.

This operation mode switching signal generating circuit MO2
In a, the output from the differential pressure detector PD2 before and after the line 65 is given to the differentiating circuit 75a to obtain the time change rate (dΔP2 / dt) thereof, and the subtracting circuit 76.
a. The subtraction circuit 76a is supplied with a signal indicating the predetermined time change rate D2a from the time change rate setting circuit 77a.
ΔP2 / dt−D2a) is calculated and applied to the logic signal generation circuit 78a. The logic signal generation circuit 78a performs the operation of FIG. 11 as described above, and its logic output is given to the AND gate 74a. Therefore, when the time change rate of the differential pressure ΔP2 is less than the negative predetermined time change rate D2a, a logic signal of logic “1” is derived from the logic signal generation circuit 78a. Therefore, the AND gate 74a
Is a logical signal of logic "1", the differential pressure ΔP2 is less than the predetermined set pressure P22a, and the differential pressure ΔΔ
When the time change rate of P2 is less than a negative predetermined time change rate D2a, a signal of logic "1" is derived and given to the control circuit 44 via the OR gates 69a and 43a, and is operated in parallel from the parallel operation mode. It is switched to the mode.

FIG. 13 shows a circuit M for generating an operation mode switching signal from the serial operation mode to the parallel operation mode.
FIG. 10 is an electric circuit diagram showing a specific configuration of O1b and MO2b, and their outputs are output from an OR gate 43b shown in FIG.
To the control circuit 44, whereby the switching from the series operation mode to the parallel operation mode is performed. The operation mode switching signal generation circuit MO1b has a configuration similar to that of the circuit MO1a shown in FIG. 10. Corresponding portions are designated by the same numerals with a subscript b. Pressure setting circuit 47
b and 52b set pressures P11b and P12b are set, and the time change rate setting circuit 57b sets a predetermined time change rate D1b. Logic signal generation circuit 48
Different from the circuit MO1a of FIG. 10, b, 53b and 58b perform the operation for generating the logic signal shown in FIG. Therefore, when the in-vehicle differential pressure ΔP1 is equal to or higher than the set pressure P11b, a logical signal of logical “1” is derived from the logical signal generating circuit 48b, and the OR gates 49b, 43
The control signal is supplied to the control circuit 44 via b to switch from the serial operation mode to the parallel operation mode.

When the internal / external differential pressure ΔP1 is equal to or higher than the set pressure P12b, a logical signal of logic “1” is derived from the logical signal generating circuit 53b.
When the time change rate (dΔP1 / dt) of is greater than or equal to a positive preset time change rate D1b, a logic signal of logic "1" is generated from the logic signal generating circuit 58b.
Thus, the series operation mode is switched to the parallel operation mode by the logic signal of logic "1" from the AND gate 54b.

Line 65 from front-rear differential pressure detecting means PD2
The operation mode switching signal generation circuit MO2b to which a signal is applied has a structure similar to that of the circuit MO2a shown in FIG. 10, and the corresponding parts have the same numeral with the subscript b.
It is shown with a suffix. In the pressure setting circuits 67b and 72b, signals representing the set pressures P21b and P22b are derived, and in the time change rate setting circuit 77b, a predetermined time change rate D is set.
2b is set. The logic signal generation circuits 68b, 73b,
78b performs the operation shown in FIG. Therefore,
From the logic signal generation circuit 68b, when the pressure difference ΔP2 across the fan F2 is equal to or higher than the set pressure P21b, the logic “1” is output.
Is derived, and switching from the serial operation mode to the parallel operation mode is performed. The AND gate 74b generates a logic signal of logic "1" from the logic signal generating circuit 73b when the pressure difference ΔP2 across the fan F2 is less than the set pressure P22b, and furthermore, the time change rate of the pressure difference ΔP2 before and after. If the absolute value of the temporal change rate of the differential pressure ΔP2 is larger than the absolute value of the set temporal change rate D2b when the absolute value of the temporal change rate is less than the negative predetermined time rate of change D2b, The logic signal of logic "1" is generated from the signal generation circuit 78b, and the logic "1" is derived from the AND gate 74b, thereby switching from the serial operation mode to the parallel operation mode.

FIG. 14 is a circuit MO1 for generating a signal for switching from the parallel operation mode to the deadline operation mode.
c is an electric circuit diagram showing a specific configuration of MO2c,
This configuration is similar to the configuration shown in FIGS. 10 and 13 described above, and corresponding parts are indicated by the same numerals with a subscript c. Pressure setting circuits 47c, 52c; 67c, 72
c, set pressures P11c, P12c; P21c, P2
2c are set respectively, and the time change rate setting circuit 57
c, 77c, predetermined time change rates D1c, D2c
Are set respectively. Logic signal generating circuits 48c and 53
1c and 58c perform the operation shown in FIG. 12, and the logic signal generation circuits 68c, 73c and 78c similarly operate in FIG.
The operation shown in FIG.

Therefore, in the operation mode switching signal generation circuit MO1c, when the in-vehicle differential pressure ΔP1 from the in-vehicle differential pressure detection means PD1 is equal to or higher than the set pressure P11c, the logical signal of the logical “1” is output from the logical signal generation circuit 48c. Is derived and switching from the parallel operation mode to the cutoff operation mode is performed. In addition, the vehicle interior / exterior differential pressure ΔP1 is equal to the set pressure P1.
When it is 2c or more and the time variation rate of the vehicle interior / exterior differential pressure ΔP1 is a positive preset time variation rate D1c or more, a logic signal of logic "1" is obtained from the AND gate 54c, and the parallel operation mode is obtained. Is switched to the deadline operation mode.

In the operation mode switching signal generation circuit MO2c, when the differential pressure ΔP2 across the fan F2 is equal to or higher than the set pressure P21c, the logic signal generation circuit 68c outputs the logic "1".
Is generated. Further, when the front-rear differential pressure ΔP2 is equal to or higher than the set pressure P22c and the time change rate of the front-rear differential pressure ΔP2 is equal to or higher than the positive preset time change rate D2c, the AND gate 74c outputs the logic "1". The control circuit 44 performs the operation of obtaining the logic signal and switching from the parallel operation mode to the deadline operation mode.

FIG. 15 is an electric circuit diagram showing a specific configuration of the operation mode switching signal generation circuit MO1d for switching from the cutoff operation mode to the parallel operation mode. The configuration of this circuit MO1d is similar to the configuration of the operation mode switching signal generation circuit MO1a in FIG. 10 described above, and the corresponding parts are shown with the same numerals with a subscript d. In the pressure setting circuits 47d and 52d, the set pressures P11d and P1
2d is set, and the time change rate setting circuit 57d sets the time change rate D1d. The logic signal generation circuits 48d, 53d, and 58d perform the operation shown in FIG.

This operation mode switching signal generation circuit MO1
In d, when the in-vehicle differential pressure ΔP1 is less than the set pressure P11d, a logic signal of logic “1” is derived from the logic signal generation circuit 48d, and switching for switching from the cutoff operation mode to the parallel operation mode is performed. A signal is derived.

The inside / outside differential pressure ΔP1 is equal to the set pressure P12.
Even when it is less than d and the time variation rate of the vehicle interior / exterior differential pressure ΔP1 is less than a predetermined preset time variation rate D1d which is negative, the logic signal generating circuits 53d and 58d output logic signals of logic "1". Is generated, so that the logic signal of logic "1" is derived from the AND gate 54d to switch from the deadline operation mode to the parallel operation mode.

FIG. 16 is an electric circuit diagram showing a specific configuration of the operation mode switching signal generating circuits MO1e and MO2e for generating a switching signal from the series operation mode to the cutoff operation mode. The specific configuration of each of the circuits MO1e and MO2e is similar to that shown in FIG. 14, and the corresponding parts are designated by the same numerals with the subscript e. In the pressure setting circuits 47e, 52e; 67e, 72e, the set pressure P11
e, P12e; P21e, P22e are respectively set. In the time change rate setting circuits 57e, 77e, predetermined set time change rates D1e, D2e are set, respectively. The logic signal generating circuits 48e, 53e, 58e are shown in FIG.
1 and the logic signal generating circuits 68e, 73e, and 78e similarly perform the operation shown in FIG.

In the operation mode switching signal generation circuit MO1e, the inside / outside differential pressure ΔP1 from the inside / outside differential pressure detecting means PD1 is output.
Is less than the set pressure P11e, a logic signal of logic "1" is derived from the logic signal generation circuit 48e, and the series operation mode is switched to the deadline operation mode.
When the in-vehicle differential pressure ΔP1 is less than the set pressure P12e and the temporal change rate of the in-vehicle differential pressure ΔP1 is less than a negative preset time change rate D1e, the logical value “1” is output from the AND gate 54e. Is obtained, and switching from the series operation mode to the cutoff operation mode is performed.

In the operation mode switching signal generation circuit MO2e, when the pressure difference ΔP2 across the fan F2 is equal to or higher than the set pressure P21e, the logic signal generation circuit 68e outputs a logic "1".
Is generated. When the differential pressure ΔP2 is equal to or higher than the set pressure P22e and the temporal change rate of the differential pressure ΔP2 is equal to or greater than the positive predetermined time change rate D2e, the AND gate 74e outputs a logic “1”. The operation of switching from the serial operation mode to the cut-off operation mode by obtaining a logic signal is performed in the control circuit 44.

FIG. 17 is an electric circuit diagram showing a specific structure of the operation mode switching signal generation circuit MO1f for generating a switching signal from the deadline operation mode to the serial operation mode. This circuit MO1f is similar to the configuration of the operation mode switching signal generating circuit MO1a shown in FIG. 10, and the corresponding parts are denoted by the same numerals with the suffix f. In the pressure setting circuits 47f, 52f, set pressures P11f, P
12f is set. In the time change rate setting circuit 57f,
The time change rate D1f is set. Logic signal generation circuit 48
f, 53f, and 58f perform the operation of FIG.

This operation mode switching signal generation circuit MO1
At f, the inside / outside differential pressure ΔP1 (= P1out−P1in)
The output from the inside / outside differential pressure detecting means PD1 for detecting the pressure is supplied from the line 45 to the operation mode switching signal generation circuit MO1f, and to the subtraction circuit 46f. A signal representing the preset set pressure P11f from the pressure setting circuit 47f is given to the subtraction circuit 46f. The set pressure P11f is a set value of the inside / outside differential pressure to be switched from the cutoff operation mode to the series operation mode. Subtraction circuit 46f
Calculates (ΔP1−P11f) and supplies the result to the logic signal generation circuit 48f.

As shown in FIG. 12, the logic signal generation circuit 48f generates a logic signal of logic "0" when the input is less than zero, derives a logic signal of logic "1" when the input is zero or more, and OR gate. Give to 49f. Therefore, the logic signal generation circuit 4
From 8f, when the vehicle interior / exterior differential pressure ΔP1 is equal to or higher than the set pressure P11f, a logic signal of logic “1” is generated, and a switching signal for instructing the deadline operation mode to the series operation mode is controlled via the OR gate 49f. Will be provided to the circuit 44.

In the operation mode switching signal generating circuit MO1f, the output from the inside / outside differential pressure detecting means PD1 via the line 45 is given to a subtraction circuit 51f, and the subtraction circuit 51f receives the output from the pressure setting circuit 52f. A signal representing the set pressure P11f is given, whereby (ΔP
1-P12f) is subtracted, and the logical signal generation circuit 53
f. The logic signal generation circuit 53f performs the operation shown in FIG. 12 and outputs the logic signal to the AND gate 54f.
Give to. The output from the inside / outside differential pressure detecting means PD1 is supplied to a differentiating circuit 55f, which calculates a time change rate (dΔP1 / dt) of the inside / outside differential pressure ΔP1 and subtracts a signal representing the time change rate. Give to 56f. The subtraction circuit 56f is supplied with a signal indicating the preset time change rate D1f from the time change rate setting circuit 57f, and the subtraction circuit 56f performs the subtraction operation of (dΔP1 / dt-D1f). The signal is applied to logic signal generating circuit 58f. The logic signal generation circuit 58f derives the logic signal shown in FIG. 12 and applies it to the AND gate 54f, as described above. Therefore, when the inside / outside differential pressure ΔP1 is equal to or higher than the set pressure P12f, a logic signal of logic “1” is derived from the logic signal generation circuit 53f.
From 8f, when the time change rate of the vehicle interior / exterior differential pressure ΔP1 is equal to or greater than the positive predetermined time change rate D1f, in other words,
When the absolute value of the temporal change rate of the vehicle interior / exterior differential pressure ΔP1 exceeds the set absolute value of the time rate of change D1f, the vehicle interior / exterior differential pressure ΔP1
When the time rate of change of 1 is positive, a logic "1" logic signal is derived, and thus the logic "1" signal from AND gate 54f is used for switching from the cutoff mode to the series mode. Can be

Referring again to FIG. 9, a control circuit 81 is provided to control the opening of throttle valves S1 and S2. To the control circuit 81, a signal indicating the in-vehicle pressure P1in detected by the in-vehicle pressure detecting means PD3 is given from a line 82, and a signal indicating a differential pressure ΔP2 across the fan F2 is given via a line 65. Further, the control circuit 44
From the line 83, a signal for opening and closing the throttle valves S1 and S2, a signal indicating that control for adjusting the opening of the throttle valves S1 and S2 should be performed, and feedforward control are performed. A signal to do or not do is given. The opening control circuits 84 and 85 are provided with the throttle valve S
The control circuit 8 controls the opening of S1 and S2 to the desired values.
Driven by the output from 1.

FIG. 18 is a block diagram showing a specific configuration of control circuit 81. A negative feedback circuit 86 is provided for the opening degree of the throttle valve S1, and another negative feedback circuit 87 is provided for controlling the opening degree of the throttle valve S2. In the vehicle interior pressure setting circuit 88, the vehicle interior pressure P10 is set and given to the subtraction circuit 89. The subtraction circuit 89 is provided with the detected vehicle interior pressure P1in from the vehicle interior pressure detection means PD3 from the line 82, and thus subtracts. The circuit 89 has a deviation (=
P10-P1in) is calculated and is derived to the line 91.
The ID (proportional, integral, differential) control circuit 92 is provided. The output of the control circuit 92 is provided to an adding circuit 93.

A signal representing the front-rear differential pressure ΔP2 derived from the front-rear differential pressure detecting means PD2 to the line 65 is applied to the exhaust air volume estimation circuit 93, and the air volume exhausted in the parallel operation mode is estimated from the fan F2. The exhaust air volume is obtained from the line 94 and the addition circuit 9 via the switch 95.
Given to 3. The switch 95 is turned on by the signal for performing the feedforward control given from the control circuit 44 via the line 83, and is turned off by the signal 96 for turning off the feedforward control.

The output from the adder circuit 93 is the switch 97.
From the line 98 to the control circuit 84 for controlling the opening of the throttle valve S1. Thus, in the parallel operation mode shown in FIG. 6 described above, the opening degree of the throttle valve S1 is controlled so that the vehicle interior pressure P1in becomes equal to the set vehicle interior pressure P10. That is, the in-vehicle pressure detecting means PD corresponds to the in-vehicle pressure P10 set by the in-vehicle pressure setting circuit 88.
The negative feedback control is performed using the signal representing the detected in-vehicle pressure P1in from No. 3 as a feedback signal. In such a negative feedback circuit 86, the air blown from the air supply fan F1 actually flows through the ventilation path communicating with the inside of the vehicle as described above. I have time. Therefore, if the throttle valve S1 is opened and closed focusing only on the fluctuation of the vehicle interior pressure, the effect appears after a lapse of dead time, and the vehicle interior pressure fluctuates greatly.

Therefore, in the parallel operation mode, the front-rear differential pressure ΔP2 of the second fan F2, that is, the pressure difference between the discharge side and the suction side is detected in order to obtain the exhaust air volume. This pressure difference and the pressure-as shown in FIG.
The exhaust air volume is calculated from the flow characteristics (that is, the PQ characteristics). The exhaust air volume thus calculated and calculated is the air volume that has passed through the second fan F2, and is a signal with no dead time. A throttle valve S that determines the supply air volume from this change in the exhaust air volume
By calculating the opening degree of 1, control can be performed in consideration of the influence of the dead time described above.

In this parallel operation mode, a command signal 99 for controlling the opening of the throttle valve S1 is given from the control circuit 44 via a line 83, whereby the switch 9
7 is conducting, and when the signal 99 is given, the switch 100 is off. Close setting circuit 101 for generating a signal for closing throttle valve S1 and throttle valve S1
Each output from the circuit 102 for generating an open setting signal for opening the signal is supplied to the opening setting circuit 84 from the line 98 via the switches 103 and 104 and further via the switch 100. From the control circuit 44, a signal 105 for closing the throttle valve S1 is given, whereby the switch 1
03 is closed and switch 104 is opened.

A negative feedback circuit 87 is provided for the serial operation mode. In this negative feedback circuit 87, an inverting circuit 106 for inverting the pressure deviation signal derived from the subtraction circuit 89 to the line 91 is provided, and the inverting circuit thereof is provided. The output of 106 is P
ID (proportional, integral, differential) control circuit 107
Further, the output is given to the adding circuit 108.

A signal indicating the differential pressure ΔP2 of the fan F2 from the differential pressure detecting means PD2 via the line 65 is supplied to the supply air volume estimating circuit 109.
08. The output of the addition circuit 108 is given to the opening control circuit 85 of the throttle valve S2 from the switch 110 via the line 111. Throttle valve S2 from control circuit 44
The signal 112 for instructing that the opening of the switch should be controlled is provided via the line 83, so that the switch 110 is controlled.
Are conducted, and the switch 113 is opened at this time. Throttle valve S2
Closing circuit 114 for giving a signal for setting to close
And an open setting circuit 1 which gives a signal for opening the throttle valve S2
The outputs from the switches 15 and 15 are supplied to the opening control circuit 85 from the switch 113 through the line 111 via the switches 116 and 117, respectively. The switch 116 is closed and the switch 117 is opened by receiving a signal 118 from the control circuit 44 for closing the throttle valve S2.
In the serial operation mode, the signal 112 for controlling the opening degree of the throttle valve S2 is provided, which causes the switch 110 to operate.
Conducts.

A signal representing the in-vehicle pressure P1in detected by the in-vehicle pressure detecting means PD3 with respect to the set in-vehicle pressure P10 set by the in-vehicle pressure setting circuit 88 is used as a feedback signal in the negative feedback circuit 87 in the series operation mode. Used and feedback control is applied. Also in this case, there is a dead time in the ventilation path as described in the control of the throttle valve S1 as in the parallel operation mode described above.
The feedback control alone cannot sufficiently suppress the change in the vehicle interior pressure. Then, when the pressure difference before and after the second fan F2, which is the air supply system, is detected, this pressure difference ΔP2,
Pressure-flow characteristics (PQ characteristics) shown in FIG. 19 described above.
Therefore, the supply air volume estimation circuit 109 calculates the supply air volume. The air supply air volume calculated and obtained in this manner is a gas volume that has passed through the second fan F2, and is a signal with no dead time. By calculating the degree of opening of the throttle valve S2 that determines the amount of exhaust air from the change in the amount of supply air, control can be performed in consideration of the effect of the dead time.

As described above, in both the parallel operation mode and the series operation mode, the differential pressure ΔP2
, It is possible to calculate the exhaust air volume in the parallel operation mode and the supply air volume in the serial operation mode, respectively, so that the differential pressure detecting means PD2 for controlling the pressure inside the vehicle can be covered by one vehicle. Can be.

FIG. 20 is a diagram for explaining the operation when switching from the parallel operation mode to the series operation mode.
FIG. 21 is a diagram showing signals derived from the control circuit 44. Referring to these drawings, in the parallel operation mode, as shown in FIG. 20 (6), the outside pressure P1out
As the switching valve V1, V2, V3 changes, the common ports C1, C2, C3 switch as shown in FIGS. 20 (1) to 20 (3), respectively, and the throttle valve S
20 (4) and 20 (5) respectively perform opening and closing operations, and the degree of opening thereof is controlled. When the operation mode is switched, the operation shown in Table 4 is performed.

[0086]

[Table 4]

Before time t1, the parallel operation mode is performed, and when the common port C3 of the switching valve V3 is switched from the A port A3 to the B port B3 by the signal 125 from the control circuit 44 at time t1, the exhaust gas is exhausted. The air volume may decrease. At this time, a signal 96 for cutting off the feedforward control is derived from the control circuit 44, and the switch 95 shown in FIG. 18 is cut off. The signal 96 for interrupting this feedforward control is shown in FIG.
Is shown as “FF is OFF”. Timer T
After the lapse of the time of 11, the signal 120 of "S1 control OFF" for cutting off the control of the throttle valve S1 is derived, and the switch 97 of FIG.
The signal from the closing setting circuit 101 is given to the opening control circuit 84 from the switch 100 and the line 100 from the switch 100 by the signal 105 for conducting 0 for closing the throttle valve S1 and closing the throttle valve S1. Degree is controlled, the opening degree is narrowed down and closed at time t2, and both the supply air volume and the exhaust air volume become zero.

After the time of the timer T12 has elapsed, the switching valve V
1 for switching V1, V2 to B ports B1, B2
21 and 122 are led out to switch these switching valves V1 and V2.
The switching operation is performed at times t2 to t3 when the throttle valves S1 and S2 are shut off. Therefore, when the supply air volume and the exhaust air volume are both zero in this way, the switching valve B
Since the switching operation between 1 and B2 is performed, the pressure inside the vehicle is not adversely affected.

At time t3 after the time of timer T13 elapses, a signal 123 for opening throttle valve S2 from fully closed to fully open.
The output of the open setting circuit 115 in FIG. 18 is derived via the switches 117 and 113, and at the same time, a signal 99 for controlling the opening degree of the throttle valve S1 is derived and the throttle valve S1 is Adjust the opening so that the pressure inside the vehicle does not fluctuate.

At time t4 after the elapse of the timer T14, a signal 120 for cutting off the control of the throttle valve S1 is derived, and a signal 124 for fully opening the throttle valve S1 is derived. The switch 97 is turned off and the switch 100 is turned on as shown in FIG.
3, the switch 104 is turned on, the signal 112 for controlling the opening of the throttle valve S2 is derived, the switch 110 of FIG. 18 is turned on, the switch 113 is turned off, and the throttle valve S2 is turned off. Control the opening. As a result, it is possible to switch from the parallel operation mode to the series operation mode while suppressing fluctuations in the vehicle interior pressure.

FIG. 22 is a diagram showing signals generated from the control circuit 44 when the series operation mode is switched to the parallel operation mode. A signal 126 for shutting off the operation of controlling the opening degree of the throttle valve S2 is derived to shut off the switch 110 of FIG. 18, keep the switch 113 conductive, and derive a signal 118 for closing the throttle valve S2. As a result, the switch 116 becomes conductive and the closed setting circuit 114
From the throttle valve S2
Is closed. At this time, a signal 99 for controlling the opening degree of the throttle valve S1 is given, the switch 97 in FIG. 18 is turned on, and the switch 95 is turned off by a signal 96 for cutting off the feedforward control.

Thereafter, after the elapse of the timer T21, a signal 120 for cutting off the control of the throttle valve S1 is derived and set, the switch 97 in FIG. 18 is turned off, the switch 100 is turned on, and the signal for closing the throttle valve S1 is turned on. The switch 103 is turned on by the switch 105, and a signal from the close setting circuit 101 is supplied to the opening control circuit 84 to close the throttle valve S1.

After the timer T22 has elapsed, the switching valve V
1, V2 common ports C1, C2 are A ports A1, A2
To the B port B1 or B2. After the elapse of the timer T23, a signal 99 for controlling the throttle valve S1 is generated, the switch 97 in FIG. 18 is turned on, the opening of the throttle valve S1 is controlled, and at the same time, the switching valve V3 is controlled. The common port C3 is switched to the A port A3. After the time of the timer T24 has elapsed, a signal 127 for performing feedforward control is generated, and
8 switch 95 is turned on. In this way, even when the mode is switched from the series operation mode to the parallel operation mode, the fluctuation of the in-vehicle pressure P1in is suppressed.

FIG. 23 is a diagram showing an operation when the operation mode is switched from the parallel operation mode to the cut-off operation mode, and FIG. 24 shows signals generated by the control circuit 44 when the operation mode is switched. The operation at this time is shown in Table 5.

[0095]

[Table 5]

When the external pressure P1out increases as shown in FIG. 23 (6), the switching valves V1 to V3 are opened and closed as shown in FIGS. 23 (1) to 23 (3), respectively. The openings of the throttle valves S1 and S2 are controlled as shown in FIGS. 23 (4) and 23 (5), respectively. Referring to FIG. 24, switching valve V3 is connected to common port C
23 from A port A3 to B port B3 at time t6 in FIG.
Can be switched with.

At time t7 after the timer T31 has elapsed, a signal 120 for shutting off the control of the throttle valve S1 is generated to shut off the switch 97 shown in FIG.
00 is turned on and signal 105 for closing throttle valve S1
Is generated, the switch 103 becomes conductive, and the close setting circuit 10
The signal from No. 1 is given to the opening control circuit 84 and the throttle valve S
1 is fully closed at time t7. The switching valve V1 is
A port A1 is switched to B port B1.

At time t8 after the elapse of the timer T32 from time t7, a signal 124 for opening the throttle valve S1 is given, the switch 104 in FIG. 18 is turned on, and the output of the open setting circuit 102 is controlled by the opening control. The throttle valve S1 is supplied to the circuit 84 to be in a fully open state.

In the parallel operation, as shown in FIG. 22, the throttle valve S2 is fully closed, which is the same in the shutoff operation mode.
8 remains blocked. In the parallel operation mode and the cut-off operation mode, a signal 127 for performing feedforward control is generated as shown in FIG. 22, and the switch 95 in FIG. 18 is conducting, but the switch 97 is shut off as described above. Switch 10
0 is conducting.

FIG. 25 is a diagram showing the output of the control circuit 44 when the deadline operation mode is switched to the parallel operation mode. When the signal 105 for closing the throttle valve S1 is given to the control circuits 44 to 81, the switch 103 in FIG. 18 is turned on, and the output of the close setting circuit 101 is given to the opening degree control circuit 84 so that the throttle valve S1 is closed. It becomes fully closed.
Thereafter, after the elapse of the time of the timer T41, the common port C1 of the switching valve V1 is switched from the B port B1 to the A port A1, and at the same time, a signal 99 for controlling the opening degree of the throttle valve S1 is provided. Switch 9
7, the opening degree of the throttle valve S1 is controlled by the opening degree control circuit 84. After that, after the elapse of the timer T42, the switching valve V3 has the common port C3 communicating with the A port A3. Thus, the fluctuation of the indoor pressure P1in is suppressed by controlling the opening degree of the throttle valve S1.

FIG. 26 is a diagram showing the operation when switching from the series operation mode to the cut-off operation mode, and FIG. 27 shows signals generated by the control circuit 44 when the operation mode is switched. In FIG. 26, when the external pressure decreases as shown in FIG. 26 (6), the switching valves V1 to V3 perform the switching operation as shown in FIGS. The valves S1 and S2 are shown in FIG. 26 (4) and FIG.
The opening is controlled as shown in 6 (5). The operation at this time is shown in Table 6.

[0102]

[Table 6]

Before time t11, the operation is performed in the serial operation mode. At time t11, a signal 126 for shutting off the control of the throttle valve S2 is supplied, so that the switch 113 in FIG. A signal 118 for closing S2 is generated, and the switch 116 in FIG.
Therefore, the closing setting signal from the closing setting circuit 114 is applied to the opening control circuit 85 via the switches 116 and 113, and the throttle valve S2 is fully closed. At the same time, a signal 99 for controlling the opening degree of the throttle valve S1 is generated, the switch 97 in FIG. 18 is turned on, and the signal 96 for cutting off the feedforward control is actuated.
The switch 95 shuts off. When the throttle valve S2 is tightened in this way, although the exhaust air volume is reduced, the opening degree of the throttle valve S1 is narrowed accordingly so that the in-vehicle pressure P1in becomes constant.

After the timer T51 has elapsed, the throttle valve S
A signal 120 for interrupting the control of the opening degree of No. 1 is generated, and FIG.
8 is turned on, a signal 105 for closing the throttle valve S1 is generated, a signal from the close setting circuit 101 is given to the opening control circuit 84 via the switches 103 and 100, and the throttle valve S1 is completely turned off at time t12. Closed. After a lapse of time of timer T52 from time t12, switching valve V
2 common port C2 from B port B2 to A port A2
Switch to. Thereafter, the time t after the time of the timer T53 has elapsed.
At 13, a signal 124 for opening the throttle valve S1 is generated, whereby the switch 104 of FIG.
02 is supplied to the opening control circuit 84 via the switches 104 and 100, and the throttle valve S1 is fully opened.
By performing such a switching operation, the in-vehicle pressure P
The operation mode can be switched while suppressing the fluctuation of 1 inch.

On the other hand, when switching from the shutoff operation mode to the series operation mode, the operation as shown in FIG. 28 is performed, and this operation is performed in the reverse sequence to the operation sequence in FIG. Thus, fluctuations in the vehicle interior pressure are suppressed.
That is, in FIG. 28, first, a signal 105 for closing the throttle valve S1 is generated, the switch 103 in FIG. 18 is closed, and a signal from the close setting circuit is supplied to the switches 103 and 100.
Is given to the opening degree control circuit 84. After the lapse of the time of the timer T61, the switching valve V2 switches from the A port A2 to the B port B2, and thereafter, after the lapse of the time of the timer T62, a signal 99 for controlling the opening degree of the throttle valve S1 is generated.
The switch 97 in FIG. 18 is turned on, a signal 96 for cutting off the feedforward control is generated and the switch 95 is cut off, and at the same time, a signal 123 for opening the throttle valve S2 is generated and the switch 117 is turned on. Conduct. In this manner, the opening of the throttle valve S1 is controlled to suppress the fluctuation of the in-vehicle pressure P1in, and the output of the opening setting circuit 115 is given to the opening control circuit 85 via the switches 117 and 113, so that the valve is fully opened. Becomes

After the time of the timer T63 has elapsed, the throttle valve S1
18 is generated when the signal 120 for interrupting the control of the opening degree of
Is turned on, a signal 124 for opening the throttle valve S1 is generated, and the switch 104 is turned on, whereby the output from the open setting circuit 102 is given to the opening control circuit 84 via the switches 104 and 100. As a result, the throttle valve S1 is fully opened. Along with this, the throttle valve S
A signal 112 for controlling the opening of the throttle valve 2 is generated, the switch 110 in FIG. 18 is turned on, and the opening of the throttle valve S2 is controlled by the opening control circuit 85 in the series operation mode.

FIG. 29 is a diagram showing a state of a driving mode in which a vehicle enters a tunnel, travels in the tunnel, and then exits the tunnel. The outside pressure of the vehicle changes as shown in FIG. 29 (1), and the ventilation air volume is changed by the fans F1 and F2 as shown in FIG. 29 (2). The switching valves V1 to V3 perform the switching operation as shown in FIGS. 29 (3) to 29 (5). Throttle valve S1, S2
The opening degree of is controlled as shown in FIG. 29 (6) and FIG. 29 (7), respectively. Before entering the tunnel,
The parallel operation mode is set, and as described in connection with FIG. 5 described above, the shutoff operation mode, the parallel operation mode is performed, and then the series operation mode is set.
Thereafter, the serial operation mode is maintained in a steady state, and when the vehicle leaves the tunnel, the operation mode is the parallel operation mode.

The present invention can be implemented not only in connection with railway vehicles, but also widely in connection with other vehicles.

In the above-described embodiment, the pressure difference ΔP2 (= P2out−P2in) between the pressure P2out on the discharge side and the pressure P2in on the suction side of the fan F2 is monitored. As an example, the first fan F1
The pressure difference before and after the pressure on the discharge side and the pressure on the suction side may be monitored. In still another embodiment, the pressure on the discharge side of the second fan F2 and the pressure on the suction side of the first fan F1 may be monitored. Monitor the differential pressure before and after the pressure, and if these differential pressures become large and it becomes impossible to supply air, or if it is expected that air cannot be supplied, switch the operation mode from the series operation mode to the cutoff operation mode. Alternatively, other operation modes may be switched.

The pressures P11a to P1 in the above-described embodiment.
2f is as shown in Table 7.

[0111]

[Table 7]

Further, in the above-mentioned embodiment, the time change rate D1
a to D1f are as shown in Table 8.

[0113]

[Table 8]

Times T11 to T1 in the above embodiment.
4, T21 to T24, T31, T32, T41, T4
2, T51 to T53 and T61 to T63 are, for example, 0.
Selected for 5 sec.

[0115]

According to the present invention, the pressure-flow rate characteristic of the second fan F2 and the pressure-flow rate characteristic of the ventilation fan are eliminated without providing a flow rate sensor or a wind speed sensor for measuring the supply air volume and the exhaust air volume. Since the air volume can be easily obtained from the front-rear pressure difference, an inexpensive, lightweight and compact ventilation device can be obtained, and the weight of the vehicle body can be reduced.

Further, according to the present invention, whether the external pressure is higher or lower than the internal pressure, the operation mode is switched so that only the differential pressure ΔP2 across the second fan F2 is used.
Since the required air volume is required, a more compact ventilation device can be realized.

Further, according to the present invention, by determining the supply air volume and the exhaust air volume from the differential pressure ΔP2 across the second fan F2, it becomes possible to control the vehicle interior pressure without detection delay in the ventilation passage, and the vehicle interior pressure fluctuation. It is possible to easily perform the control for suppressing

According to the present invention, when the operation mode is switched between the parallel operation mode and the series operation mode, the pressure difference ΔP1 between the inside and outside of the vehicle and the time change rate thereof, or the pressure difference ΔP2 before and after the second fan F2. And the time rate of change thereof, and also with such a configuration, it is possible to perform an appropriate operation mode switching without a time delay.

[Brief description of drawings]

FIG. 1 is a system diagram showing an overall configuration of an embodiment of the present invention.

FIG. 2 is a diagram showing a specific configuration in which fans F1 and F2 are driven by a motor 31.

FIG. 3 is a diagram showing a specific configuration of a throttle valve S1.

FIG. 4 is a sectional view showing a specific configuration of a switching valve V1.

FIG. 5 is a diagram showing an operation mode switching sequence of the vehicle ventilation device according to the embodiment of the present invention.

FIG. 6 is a system diagram showing a parallel operation mode of the vehicle ventilation device according to the embodiment of the present invention.

FIG. 7 is a system diagram showing a series operation mode of the vehicle ventilation device according to the embodiment of the present invention.

FIG. 8 is a system diagram showing a shut-off operation mode of the vehicle ventilation device according to one embodiment of the present invention.

FIG. 9 is a block diagram showing a specific configuration of a control device CNL.

10 is a block diagram showing a specific configuration of an operation mode switching signal generation circuit MO1a, MO2a shown in FIG.

FIG. 11 is a diagram for explaining the operation of logic signal generation circuits 48a, 53a, 58a.

FIG. 12 is a diagram for explaining operations of logic signal generation circuits 68a, 73a, 78a.

13 is a block diagram showing a specific configuration of operation mode switching signal generation circuits MO1b and MO2b for switching from the series operation mode to the parallel operation mode shown in FIG.

14 is a block diagram showing a specific configuration of operation mode switching signal generation circuits MO1c and MO2c for switching from the parallel operation mode to the cut-off operation mode in control device CNL shown in FIG. 9;

15 is a block diagram showing a specific configuration of an operation mode switching signal generation circuit MO1d for switching from a cutoff operation mode to a parallel operation mode in control device CNL of FIG. 9;

16 is a block diagram showing a specific configuration of operation mode switching signal generation circuits MO1e and MO2e for switching from a series operation mode to a shutoff operation mode in control device CNL of FIG. 9;

FIG. 17 is a block diagram showing a specific configuration of an operation mode switching signal generation circuit MO1f that switches from the cutoff operation mode to the series operation mode in control device CNL of FIG. 9;

18 is a block diagram showing a specific configuration of a control circuit 81 shown in FIG.

19 is a graph for explaining the operation of the exhaust air flow rate estimation circuit 93 and the supply air flow rate estimation circuit 109 of FIG.

FIG. 20 is a diagram illustrating an operation when switching from the parallel operation mode to the series operation mode.

FIG. 21 is a diagram showing signals generated from the control circuit when switching from the parallel operation mode to the series operation mode.

FIG. 22 is a diagram showing signals generated by the control circuit when switching from the series operation mode to the parallel operation mode.

FIG. 23 is a diagram for explaining an operation when switching from the parallel operation mode to the cutoff operation mode.

FIG. 24 is a diagram showing signals generated by the control circuit 44 when switching from the parallel operation mode to the cut-off operation mode.

FIG. 25 is a diagram showing signals generated by the control circuit when switching from the cutoff operation mode to the parallel operation mode.

FIG. 26 is a diagram for explaining an operation when switching from the series operation mode to the cutoff operation mode.

FIG. 27 is a diagram showing signals generated from the control circuit 44 when switching from the serial operation mode to the deadline operation mode.

FIG. 28 is a diagram showing signals generated from the control circuit 44 when switching from the deadline operation mode to the series operation mode.

FIG. 29 is a diagram for explaining a series of operations when the vehicle ventilator of one embodiment of the present invention enters a tunnel, travels in the tunnel, and exits the tunnel.

[Explanation of symbols]

REFERENCE SIGNS LIST 1 outside air injection port 2 polluted air suction port 3 air supply port 4 discharge port 11 to 17, 20 ventilation path 18, 19 exhaust ventilation path 21 inside car 22 outside car 42 connection points 44, 81 control circuits 46 a to 46 f, 51 a to 51 f, 56 a ~ 56f, 6
6a to 66f, 71a to 71f, 76a to 76f Subtraction circuits 47a to 47f, 52a to 52f, 67a to 67f, 7
2a to 72f Pressure setting circuits 57a to 57f, 77a to 77f Time change rate setting circuits 48a to 48f, 53a to 53f, 58a to 58f, 6
8a to 68f, 73a to 73f, 78a to 78f Logic signal generating circuit 84 Opening control circuit of throttle valve S1 85 Opening control circuit of throttle valve S2 86, 87 Negative feedback circuit 89 Subtraction circuit 92, 107 PID control circuit 93 Exhaust Air flow estimation circuit 106 Inversion circuit 108 Addition circuit 109 Supply air flow estimation circuit V1 First switching valve V2 Second switching valve V3 Third switching valve S1 First throttle valve S2 Second throttle valve F1 First fan F2 Second fan PD1 Vehicle Internal / external differential pressure detecting means PD2 Front / rear differential pressure detecting means PD3 In-vehicle pressure detecting means CNL controller MOa1-MO1f, MO2a-MO2e Operation mode switching signal generation circuit

Claims (4)

[Claims] 1. A first throttle means S1 connected in series to the first and second fans F1 and F2, which are provided in a ventilation passage that communicates between the inside and the outside of the vehicle.
An exhaust passage 18 that is connected between the inside and outside of the vehicle and discharges air inside the vehicle to the outside of the vehicle; a second throttle means S2 interposed in the exhaust passage 18; and switching means V1 to V3 that are in parallel operation mode and series operation. In the (a) parallel operation mode, the air outside the vehicle is switched to the first throttle means S1 by the first fan F1.
The second fan F2 discharges the air inside the vehicle to the outside of the vehicle, the exhaust passage 18 is closed, and in the (b) series operation mode, the first and second fans F1 and F2 are Switching means V1 to V that are connected in series to supply the air outside the vehicle to the inside of the vehicle and exhaust the air inside the vehicle to the outside of the vehicle via the exhaust passage 18 and the second throttle means S2.
3, a differential pressure detecting means PD2 for detecting a differential pressure ΔP2 between the discharge pressure P2out of the second fan F2 and the suction pressure P2in.
Air volume estimating means for estimating the air volume of the second fan F2 in response to the output of the front / rear differential pressure detecting means PD2; and in-vehicle pressure detecting means PD3 for detecting the in-vehicle pressure P1in.
In response to the respective outputs of the vehicle interior pressure detection means PD3 and the air volume estimation means, in the parallel operation mode, the first throttle means so that the supply air volume by the first fan F1 becomes the same as the exhaust air volume by the second fan F2. In the serial operation mode, the opening degree of S1 is controlled, and while the opening degree of the first throttle means S1 is kept at a predetermined opening degree, the supply air volume by the first and second fans F1 and F2 is changed to the second throttle means S2. And a control means for controlling the second throttling means S2 so as to be equal to the exhaust air volume exhausted through the vehicle ventilation device. 2. First and second fans F1 and F2 provided in a ventilation passage that communicates between the inside and outside of the vehicle, and a first throttle means S1 connected in series to the first fan F1.
An exhaust passage 18 that is connected between the inside and outside of the vehicle and discharges air inside the vehicle to the outside of the vehicle; a second throttle means S2 interposed in the exhaust passage 18; and switching means V1 to V3 that are in parallel operation mode and series operation. In the (a) parallel operation mode, the air outside the vehicle is switched to the first throttle means S1 by the first fan F1.
, The air inside the vehicle is exhausted outside the vehicle by the second fan, the exhaust passage 18 is closed, and in the (b) serial operation mode, the first and second fans F1 and F2 are connected in series. Switching means V1 to V3 for supplying air outside the vehicle to the inside of the vehicle and exhausting the inside air to the outside of the vehicle via the exhaust passage 18 and the second throttle means S2.
A vehicle interior / exterior differential pressure detection means PD1 for detecting a vehicle interior / exterior differential pressure ΔP1 between the vehicle exterior pressure P1out and a vehicle interior pressure P1in; Then, (c1) when the vehicle interior / exterior pressure difference ΔP1 is less than a predetermined first value P11a, and (c2) the vehicle interior / exterior pressure difference ΔP1 is predetermined second value P12.
When it is less than a and the time rate of change of the vehicle interior / exterior differential pressure ΔP1 is less than a third predetermined negative value D1a, the operation mode is switched from the parallel operation mode to the series operation mode,
(D1) A fourth value P11 in which the inside / outside differential pressure ΔP1 is predetermined.
b or more, and (d2) vehicle interior / exterior differential pressure ΔP1
Is greater than or equal to a predetermined fifth value P12b, and the temporal change rate of the vehicle interior / exterior differential pressure ΔP1 is a positive predetermined sixth value D
A ventilation device for a vehicle, comprising: a control means for switching the operation mode from the serial operation mode to the parallel operation mode when the value is 1b or more. 3. First and second fans F1 and F2 provided in a ventilation path communicating between the inside and outside of the vehicle, and first throttle means S1 connected in series to the first fan F1.
An exhaust passage 18 that is connected between the inside and outside of the vehicle and discharges air inside the vehicle to the outside of the vehicle; a second throttle means S2 interposed in the exhaust passage 18; and switching means V1 to V3 that are in parallel operation mode and series operation. In the (a) parallel operation mode, the air outside the vehicle is switched to the first throttle means S1 by the first fan F1.
, The air inside the vehicle is exhausted outside the vehicle by the second fan, the exhaust passage 18 is closed, and in the (b) serial operation mode, the first and second fans F1 and F2 are connected in series. Switching means V1 to V3 for supplying air outside the vehicle to the inside of the vehicle and exhausting the inside air to the outside of the vehicle via the exhaust passage 18 and the second throttle means S2.
And a front-back differential pressure detecting means PD1 for detecting a front-back differential pressure ΔP2 between the discharge pressure P2out of the second fan F2 and the suction pressure P2in.
In response to the output of the front-rear differential pressure detecting means PD2, the front-rear differential pressure Δ
(E1) a differential circuit for obtaining a time change rate of P2 and a control means, wherein in response to each output of the differential pressure detecting means PD2 and the differential circuit, (e1) a differential value ΔP2 of a first value P21a And (e)
2) When the front-rear differential pressure ΔP2 is less than a predetermined second value P22a and the time change rate of the front-rear differential pressure ΔP2 is less than a negative third predetermined value D2a, the parallel operation mode to the series operation mode are performed. The operating mode is switched to (f1) when the front-rear differential pressure ΔP2 is less than a predetermined fourth value P21b, and (f2) the front-rear differential pressure ΔP2 is less than a predetermined fifth value P22b and the front-back differential A ventilation device for a vehicle, comprising: a control unit that switches the operation mode from the series operation mode to the parallel operation mode when the time change rate of the pressure ΔP2 is less than a negative predetermined sixth value D2b. 4. First and second fans F1 and F2 provided in a ventilation path communicating between the inside and outside of a vehicle, and first throttle means S1 connected in series to the first fan F1.
An exhaust passage 18 that is connected between the inside and outside of the vehicle and discharges air inside the vehicle to the outside of the vehicle; a second throttle means S2 interposed in the exhaust passage 18; and switching means V1 to V3 that are in parallel operation mode and series operation. In the (a) parallel operation mode, the air outside the vehicle is switched to the first throttle means S1 by the first fan F1.
, The air inside the vehicle is exhausted outside the vehicle by the second fan, the exhaust passage 18 is closed, and in the (b) serial operation mode, the first and second fans F1 and F2 are connected in series. Switching means V1 to V3 for supplying air outside the vehicle to the inside of the vehicle and exhausting the inside air to the outside of the vehicle via the exhaust passage 18 and the second throttle means S2.
And a time change of the inside / outside differential pressure ΔP1 in response to the output of the inside / outside differential pressure detecting means PD1 for detecting the inside / outside differential pressure ΔP1 between the outside pressure P1out and the inside pressure P1in. A first differential circuit for determining the ratio, and a front-rear differential pressure detecting means PD2 for detecting a differential pressure ΔP2 between the discharge pressure P2out and the suction pressure P2in of the second fan F2.
In response to the output of the front-rear differential pressure detecting means PD2, the front-rear differential pressure Δ
A second differentiating circuit for determining a time change rate of P2; a control means, a differential pressure detecting means for inside and outside the vehicle PD1;
In response to the outputs of the differentiating circuit, the differential pressure detecting means PD2, and the second differentiating circuit, (g1) when the internal / external differential pressure ΔP1 is less than a predetermined first value P11a, (g2) When the inside / outside differential pressure ΔP1 is less than the second predetermined value P12a and the time change rate of the inside / outside differential pressure ΔP1 is less than the negative third predetermined value D1a, (g3) the front-back differential pressure ΔP2 becomes When the value is less than a predetermined fourth value P21a,
And (g4) a fifth value P determined by the differential pressure ΔP2 before and after
Switching the operation mode from the parallel operation mode to the series operation mode, when the time change rate of the front-rear pressure difference ΔP2 is less than the negative predetermined sixth value D2a, and
(H1) Seventh value P21b in which the front-rear differential pressure ΔP2 is predetermined
When (h2) the front-rear differential pressure ΔP2 is less than a predetermined eighth value P22b and the time change rate of the front-rear differential pressure ΔP2 is less than a negative predetermined ninth value D2b, (h2) h3) When the vehicle interior / exterior pressure difference ΔP1 is equal to or greater than a predetermined tenth value P11b, and (h4) The vehicle interior / exterior pressure difference ΔP1 is equal to or greater than a predetermined eleventh value P12b,
And a control means for switching the operation mode from the serial operation mode to the parallel operation mode when the time rate of change of the vehicle interior / exterior differential pressure ΔP1 is equal to or greater than a positive 12th predetermined value D1b. apparatus.