JPH0971241A - Air-conditioning device of rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the noise transmission of an air blower for ventilation to the inside of a cabin, by making the air flow duct penetrating the inside of the side wall of the body in a small cross section, as well as reducing the air flow rate in the cabin circulating to the indoor machine of an air- conditioning device, and reducing the capacity of an indoor air blower, so as to utilize the indoor space of the vehicle effectively. SOLUTION: In an air-conditioning device in which an indoor machine 2 which is composed of an air blower 10 for ventilation of an integral type of the air feeding and the air exhaust; the first evaporator 11; the second evaporator 12; and an indoor air blower 13; is hung down to the lower part of a vehicle, a flesh air sucked from the outer side by the air blower 10 for ventilation is cooled by the first evaporator 11, and after that, it is mixed with the circulating air from the inside of the vehicle, and the mixed air is cooled further by the second evaporator 12.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a railway vehicle, and more particularly to a vehicle having ventilation means, which is suitable for effectively removing heat of fresh air taken into the vehicle from outside the vehicle by the ventilation means. The present invention relates to a railway vehicle air conditioner.

[0002]

2. Description of the Related Art Conventionally, as an air conditioner mounted on a vehicle, there is an air conditioner having a blower for ventilation which is used for a Shinkansen. This conventional air conditioner is suspended from the lower part of a vehicle body as described in Japanese Patent Application Laid-Open No. 5-69824, and mixes air inside the vehicle sucked from the floor with fresh air sucked by a ventilation blower to form an evaporator ( Heat was exchanged by an indoor heat exchanger, and the cooled air was guided to the ceiling by a duct that passed through the side wall of the vehicle body, and was blown out of a grill provided on the ceiling into the vehicle, which was a harmony space, for cooling.

In the above conventional method, the amount of circulating air from inside the vehicle to the evaporator is about 3 times the amount of fresh air taken from outside the vehicle.
Therefore, even if the fresh air temperature is higher than the inside temperature of the car, the temperature of the air mixed with fresh air and circulating air does not rise so much. Since the temperature difference with the passing mixed air cannot be made large, it is necessary to increase the passing air flow in order to obtain the rated heat exchange amount. As a result, there is a problem that the power of the circulation fan increases and the cross section of the air duct that passes through the side wall of the vehicle body increases in order to suppress the wind speed.

[0004]

In the above prior art, a part of the circulating air from inside the vehicle is discharged to the outside of the vehicle by a ventilation blower, then mixed with the same amount of fresh air sucked from outside the vehicle, and then evaporated. The temperature difference between the refrigerant and the air in the evaporator is small because it is configured to pass through the evaporator, and the airflow from the ventilation fan does not contribute to the heat exchange airflow in the evaporator at all. It was necessary to increase the amount of circulating air to secure the amount.

An object of the present invention is to reduce the amount of conditioned air supplied to the conditioned space without reducing the air-conditioning capacity, and to reduce the size and weight of the air conditioner itself.

Another object is to reduce the area occupied by a duct system for supplying conditioned air to the conditioned space inside the vehicle body.

[0007]

About half of the cooling heat load of a vehicle is a heat load for cooling fresh air taken into the vehicle from outside the vehicle for ventilation to the temperature inside the vehicle. Therefore, at the time of cooling operation, the first evaporator is arranged on the blowout side of the ventilation blower that allows a large temperature difference between the refrigerant and the air in the evaporator, and the amount of heat exchange air of the second evaporator is increased. The air conditioner indoor unit is configured such that fresh air cooled in the first evaporator is mixed with circulating air in the vehicle and cooled again in the second evaporator.

An object of the present invention is to provide an air conditioner for a railway vehicle provided with a ventilator comprising an exhaust means and an air supply means, wherein an auxiliary outdoor heat exchanger can exchange heat with exhaust air from the room in an air passage of the exhaust means. This is achieved by providing an auxiliary indoor heat exchanger in the air flow path of the air supply means so as to be able to exchange heat with fresh air from outside the vehicle.

An object of the present invention is to provide an air conditioner for a railway vehicle provided with a ventilator comprising an exhaust means and an air supply means, wherein an auxiliary outdoor heat exchanger can exchange heat with exhaust from the room in an air passage of the exhaust means. The auxiliary indoor heat exchanger is installed in the air flow path of the air supply means so as to be able to exchange heat with fresh air from outside the vehicle, and the auxiliary outdoor heat exchanger, the auxiliary indoor heat exchanger, This is achieved by connecting the mechanism and the compressor to form one refrigeration cycle.

An object of the present invention is to provide an auxiliary indoor heat exchanger in a flow path of fresh air supplied from outside the vehicle to the inside of the vehicle, and to provide an auxiliary outdoor heat exchanger in a flow path of exhaust air exhausted from the inside of the vehicle to the outside of the vehicle. The auxiliary indoor heat exchanger and the auxiliary outdoor heat exchanger constitute an auxiliary refrigeration cycle, and an indoor heat exchanger is provided in a flow path where the fresh air and the circulating air from the vehicle are merged. This is achieved by providing the outdoor heat exchanger with a refrigeration cycle different from the auxiliary refrigeration cycle.

[0011] The above object is achieved by providing an auxiliary refrigeration cycle for adjusting the temperature of fresh air taken into the vehicle and a refrigeration cycle for adjusting the temperature of conditioned air supplied to the air-conditioned space. .

An object of the present invention is to provide a vehicle ventilator comprising an exhaust means and an air supply means, wherein an outdoor heat exchanger is provided in an air flow path of the exhaust means, and a chamber is provided in an air flow path of the air supply means. This is achieved by providing an inner heat exchanger and configuring a refrigeration cycle by the outdoor heat exchanger and the indoor heat exchanger.

[0013] The fresh air sucked in by the ventilation blower is heated by the adiabatic compression action of the blower to become air having a higher temperature than the outside air, but is heated by the first evaporator, ie, the first indoor heat exchanger. It is cooled and becomes air having a temperature equal to or lower than that of the circulating air from inside the vehicle. The air cooled in the first evaporator and the circulating air from inside the vehicle are mixed to form a mixed air having a temperature slightly lower than the inside temperature of the vehicle, and flow into the second evaporator, that is, the second indoor heat exchanger. The mixed air is cooled by the second evaporator, becomes air at about 15 ° C., and is blown into the vehicle.

As described above, according to the present invention, the temperature difference between the refrigerant and the air can be made large in the first evaporator.
In the second evaporator, a large amount of air is exchanged for heat, so that the heat transfer efficiency of the evaporator is improved, and the amount of circulating air can be reduced accordingly.

Further, the auxiliary outdoor heat exchanger and the auxiliary indoor heat exchanger exchange heat with the air in the air flow path of the air supply means and the air flow path of the exhaust means, so that the circulating air which has been conventionally performed is exchanged with the air. Compared with the case where heat exchange is performed after mixing fresh air, the temperature difference between the air and the refrigerant can be made larger, and more heat exchange can be performed. Therefore, the size and weight of the air conditioner can be reduced.

Further, by forming the auxiliary indoor heat exchanger and the auxiliary outdoor heat exchanger installed on the air supply side and the air exhaust side of the ventilator as one refrigeration cycle, the temperature of the air and the refrigerant to be heat-exchanged is increased. The difference can be made large, the cooling capacity can be improved, or the amount of air supplied to the conditioned space as conditioned air can be reduced as compared with the conventional case, and the occupied area of the duct system can be reduced.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described in detail below with reference to the embodiment shown in FIG.
Here, FIG. 1 is a schematic diagram of an indoor unit of an air conditioner. FIG.
, 1 is a vehicle body, and 2 is an indoor unit of an air conditioner. Although not shown, the outdoor unit is disposed on the back side of the indoor unit 2.

This indoor unit has a built-in ventilation / air supply / discharge ventilation fan 10 having blades attached to both ends of a double-shaft motor for ventilation inside the vehicle. Blades become air supply blowers. Fresh air is sucked in from an air supply port 30 provided at the end of the vehicle, and is blown from an air supply side ventilation blower 10 through an air supply duct 20 to a first evaporator 11, that is, a first indoor heat exchanger. You.

On the other hand, the circulating air QR sucked from the floor of the vehicle by the indoor blower 13 is extracted from the exhaust duct 21 by the amount of the exhaust air QE in the middle of the return duct 22, and then the fresh air cooled by the evaporator 11. Mixed with QF. Here, the air volumes of the fresh air QF and the exhaust air QE are the same. Therefore, the conditioned air QS cooled by the second evaporator 12, that is, the second indoor heat exchanger, and blown from the blower duct 23 to the passenger compartment by the indoor blower 13 has the same air volume as the circulating air QR. In addition, the air in the vehicle sucked into the exhaust duct 21 by the ventilation blower 10 is exhausted by the exhaust port 3.
It is discharged out of the vehicle from 1.

Conventionally, an evaporator having the capability of adding the first evaporator and the second evaporator of the present embodiment is arranged in parallel at the same position as the second evaporator (one large evaporator). (This is the case of an evaporator), and it was configured to cool the mixed air of the circulating air inside the car and the fresh air taken in from outside the car. However, since the air volume of the circulating air is several times larger than that of the fresh air, The temperature of the air did not rise so much, and it was necessary to increase the amount of circulating air in order to obtain the rated amount of heat exchange.

On the other hand, in the configuration of the present embodiment, the first evaporator 11 exchanges heat with fresh air which has been heated by the adiabatic compression of the blower 10 and has a higher temperature than the outside air temperature. Large temperature difference between the air and
Although the amount of air flow is small, the amount of heat exchange can be made almost the same as one evaporator of the conventional arrangement. In addition, the ventilation amount of the second evaporator 12 in the conventional arrangement is half the circulation air volume QR because the first and second evaporators 11 and 12 are arranged in parallel. The air volume becomes the same as the circulation air volume QR, and the wind speed passing through the evaporator is increased, so that the heat transfer efficiency is improved and the heat exchange amount is increased. Therefore, the amount of circulating air can be reduced to obtain the rated heat exchange amount.

Further, the first evaporator 11 is provided with the ventilation blower 1.
Since it is arranged on the discharge side of the zero air supply passage, there is an effect that the noise of the air supply blower is reduced from propagating into the vehicle through the return duct.

FIG. 2 shows an air system diagram of the embodiment of FIG.
The first refrigeration cycle 50 is an auxiliary refrigeration cycle for cooling fresh air QF sucked from outside the vehicle by the air supply blower of the ventilation blower 10, and includes a compressor 51 and a first outdoor heat exchanger. It comprises a condenser 16a, an outdoor fan 17, expansion means 52, and a first evaporator 11.

The second refrigeration cycle 60 is a refrigeration cycle for cooling the mixed air of the circulating air sucked from the passenger compartment 1 and the air cooled by the first evaporator 11, and includes the compressor 61 and the second refrigeration cycle. The condenser 16b, the outdoor fan 17, the pressure reducing mechanism 62, the second evaporator 12, and the indoor fan 13 are included. The second condenser radiates heat by supplying the air outside the vehicle by the outdoor fan 17.

Here, a part of the circulating air QR is discharged outside the vehicle by an exhaust blower which is an exhaust means of the ventilation blower 10, and approximately the same amount of air is an air supply blower which is also an air supply means of the ventilation blower 10. Is taken in from outside the car.

The present embodiment has the following advantages as compared with the case where the same amount of heat is cooled only by the conventional air conditioner constituted only by the second refrigeration cycle. During the cooling operation, high-temperature outside air is sucked in by the air supply blower of the ventilation blower 10, and the air at the projecting side of the blower further rises in temperature by about 8 ° C. due to the adiabatic compression action. For this reason, in the first evaporator 11, a large temperature difference between the refrigerant in the heat transfer tube and the blown air can be obtained, and the cooling capacity increases with an increase in the outside air temperature. In addition, the first to cool the ventilation heat load exclusively
Is provided, the ability of the second evaporator 12 for cooling the mixed air of the circulating air QR and the fresh air QF can be reduced, and the indoor fan 13 for blowing the cool air to the harmony space in the vehicle can be reduced. The air volume can be reduced. The ventilation duct 23 can be made small, and the living space in the vehicle can be expanded.

In the first refrigeration cycle, when the air conditioner is cooled, the rated operation is always performed, and the heat load due to ventilation can be effectively reduced. Further, by controlling the capacity of the first refrigeration cycle in accordance with a change in the outside air temperature, fresh air QF having a substantially constant temperature can be obtained.
Can be sent to the second evaporator 12. Therefore, the temperature control inside the vehicle can be kept constant regardless of the temperature change outside the vehicle.

The first refrigeration cycle has a structure exclusively for cooling in which an evaporator is arranged in the fresh air flow path. Therefore, the operation of the air conditioner is stopped during the heating operation. When the operation is stopped, the evaporator is removed to reduce the air flow path resistance. In addition, the evaporator itself is cleaned and inspected.

Next, another embodiment of the present invention will be described with reference to FIG. In the figure, the same reference numerals as those of the above-described embodiment denote the same members. The difference between the present embodiment and the above-described embodiment is that the first evaporator 11 and the first condenser 16a
However, the second evaporator 12 and the second condenser 16b constitute a different independent refrigeration cycle. The first evaporator 11 is installed in a fresh air flow path before being mixed with circulating air. In addition, the first condenser 16
a is installed in parallel with the second condenser 16b, and has a configuration in which heat is exchanged by the shared outdoor fan 17.

Another difference of this embodiment from the above-mentioned one embodiment is that a third evaporator 14 which is an auxiliary indoor heat exchanger and a third condenser 15 which is an auxiliary outdoor heat exchanger are installed. That is the point. The third evaporator 14 is installed in an air flow path on the downstream side of the supply-side blower of the ventilation blower 10. Fresh air in the air flow path on the downstream side of the air supply side blower is adiabatically compressed and heated by the air supply side blower. Further, the third condenser 15 is provided with a ventilation blower 10.
Is installed in the air flow path on the upstream side of the exhaust-side blower.
In the exhaust air passage, the exhaust air temperature of the air flow path on the upstream side of the exhaust-side blower is guided from the inside of the vehicle, that is, from the harmony space, and is substantially the same as the temperature inside the vehicle.

By the way, the third evaporator 14 and the third condenser 15 are connected to a decompression mechanism and a compressor to form an independent second auxiliary refrigeration cycle. In this auxiliary refrigeration cycle, the temperature of fresh air supplied to the third evaporator 14 is higher than that of a conventionally used vehicle air conditioner. Is big. Therefore, the amount of heat exchange can be increased as compared with a conventional air conditioner that exchanges heat with an evaporator after mixing fresh air and circulating air. However, the capacity of the auxiliary refrigeration cycle is determined by the temperature and the flow rate of the exhaust air guided to the third condenser 15. Therefore, the ventilation amount for one vehicle is substantially determined, and the temperature of the fresh air heat exchanged in the third evaporator 14 is still higher than the circulating air from the room. Therefore, the fresh air is again heat-exchanged by the first evaporator 11 to lower the temperature to a temperature close to the circulating air temperature and mix the circulating air. That is, the first
Also in the evaporator 11, the temperature difference between the air that exchanges heat with the refrigerant can be larger than in the conventional air conditioner that exchanges heat with the evaporator after mixing fresh air and circulating air. The exchange amount can be increased.

According to such a configuration, the ventilation blower 1
The fresh air that has been adiabatically compressed and heated by the zero air supply blower is subjected to heat exchange with the third evaporator 14, and a large amount of heat of the fresh air is removed in this portion. Further, the heat of the fresh air is further removed by the first evaporator 11, and the air is cooled to a state close to the temperature of the circulating air from the room. After mixing this fresh air with the circulating air from the room, the second evaporator 12
The cooling of the mixed air of the fresh air and the circulating air is performed while performing the capacity control for controlling the temperature so that the indoor temperature is maintained at the set temperature. The temperature of the conditioned air cooled by the second evaporator 12 is set to a value that is higher than the conventional temperature. As described above, since the temperature of the conditioned air supplied into the vehicle can be reduced, the air volume of the conditioned air can be reduced. Therefore, the cross-sectional area of the air-conditioning duct for supplying the conditioned air into the vehicle can be reduced as compared with the related art. For this reason, it is advantageous to secure a living space for passengers in a high-speed vehicle in which the vehicle body cross-sectional area tends to be small in order to reduce the weight accompanying the speed increase of the vehicle.

FIG. 4 shows an air system diagram of the embodiment shown in FIG.
The auxiliary refrigeration cycle 70 is a refrigeration cycle for cooling fresh air sucked from outside the vehicle by the air supply blower of the ventilation blower 10, and includes a compressor 71, a third condenser 15, a pressure reducing mechanism 72, and a third evaporator. 14.

The first refrigeration cycle 50 is also a refrigeration cycle for cooling the fresh air QF sucked from the outside of the vehicle by the air supply blower of the ventilation blower 10, and the compressor 5
1. First condenser 16a, outdoor fan 17, pressure reducing mechanism 5
2. It comprises a first evaporator 11.

In the second refrigeration cycle 60, the circulating air sucked from the cabin 1 and the third evaporator 14 and the first evaporator 1 are used.
1 is a refrigeration cycle for cooling the mixed air with the air cooled in two stages in the compressor 61 and the second condenser 1
6b, outdoor fan 17, pressure reducing mechanism 62, second evaporator 1
2. It is composed of an indoor fan 13. Here, the first
The outdoor fan 17 of the refrigeration cycle and the outdoor fan 17 of the second refrigeration cycle are also used.

This embodiment focuses on the point that it is inefficient to discard the cooled air inside the vehicle as it is outside the vehicle. An auxiliary refrigeration cycle 70 is newly provided to keep the inside of the vehicle at a substantially constant temperature. The third condenser 15 is cooled by the cool exhaust air. In this case, since the amount of exhaust air is small, for example, 30 m ³ / min, the amount of heat that can be radiated into the exhaust air by the third condenser 15 is limited. Therefore, the amount of heat that can be exchanged by the third evaporator 14 is also limited, and the outside air cannot be cooled down to the temperature in the air-conditioned vehicle. The temperature is about 40 ° C., and only the ability to remove the adiabatic compression heat of the ventilation blower 10 can be provided. Therefore, the outside air is cooled by the next first evaporator 11 to a temperature close to the inside of the vehicle and mixed with the circulating air.

It is also conceivable that the auxiliary refrigeration cycle 70 is combined with the ventilation blower 10 comprising an air supply means and an exhaust means to form an independent system. By controlling the capacity of the auxiliary refrigeration cycle 70 in accordance with the temperature outside the vehicle, the temperature of the fresh air QF can be kept constant within a predetermined range, and the temperature of the conditioned air can be easily controlled. Further, it is possible to prevent a temperature change inside the vehicle due to a temperature change outside the vehicle. As the auxiliary refrigeration cycle 70, a heat pump cycle is configured. When the air conditioner performs the heating operation, the auxiliary refrigeration cycle 70 also performs the heating operation. Thereby, the air conditioning system can reduce the load on the first refrigeration cycle 50 and the second refrigeration cycle 60 and use the heat exchange of the auxiliary refrigeration cycle 70 that can obtain a large temperature difference with fresh air even during heating. Efficiency can be improved.

FIG. 5 shows the first part of the air system diagram of FIG.
FIG. 3 shows an air system diagram when the refrigeration cycle is removed.
The auxiliary refrigeration cycle 70 is a refrigeration cycle for cooling fresh air sucked from outside the vehicle by the air supply blower of the ventilation blower 10, and includes a compressor 71, a third condenser 15, a pressure reducing mechanism 72, and a third evaporator. 14.

The second refrigeration cycle 60 is a refrigeration cycle for cooling the mixed air of the air sucked from the passenger compartment 1 and the air cooled by the third evaporator 14, and the compressor 6
1, second condenser 16b, outdoor fan 17, pressure reducing mechanism 6
2, a second evaporator 12 and an indoor fan 13.

Although this embodiment has a small ability to cool the ventilation heat load, it is suitable for the case where the auxiliary refrigeration cycle and the ventilation blower are integrated to form an intercooler built-in type ventilation device which is independent of the air conditioner. There is. Since the air is sent to the third evaporator 14 and the third condenser 15 by using the ventilation wind, an indoor / outdoor fan is not required, the apparatus can be reduced in size, and the apparatus can be easily assembled into a simple configuration.

According to this embodiment, the second evaporator 12 is
The temperature of the air supplied to the
Since the number of the air conditioners is smaller than that of the conventional air conditioner, the temperature control response is fast, and it is possible to perform a fine and comfortable temperature control. Further, with a decrease in the amount of air blow, noise at the time of air blow can be suppressed to be lower than that of the conventional air blower.

In the above embodiment, the amount of heat exchange can be increased by keeping the temperature difference between the air and the refrigerant that exchange heat in each evaporator as large as possible. Therefore, when the air conditioning capacity is fixed, the size and weight of the air conditioner can be reduced.

By the way, in the above embodiment, the temperature of the conditioned air supplied to the room is lower than the dew point temperature of the room air. Therefore, when supplying the conditioned air to the room, the nozzle with high heat insulation performance is used. A structure is adopted in which, while the conditioned air is blown out, the air in the room is sucked around the nozzle due to the attraction effect of the conditioned air discharged from the nozzle, and then both are mixed and supplied into the room. As a result, it is possible to prevent problems due to dew condensation due to a decrease in the temperature of the conditioned air.

[0044]

As described above, according to the present invention, since the amount of circulating air in the vehicle can be reduced, the capacity of the indoor blower can be reduced, and the ventilation duct in the vehicle can be reduced in cross section. further,
The noise of the air blower propagating into the vehicle through the return duct can be reduced by the sound insulation effect of the evaporator.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an embodiment of a vehicle air conditioner according to the present invention.

FIG. 2 is an air system diagram of the vehicle air conditioner shown in FIG.

FIG. 3 is a schematic configuration diagram of another embodiment of a vehicle air conditioner according to the present invention.

FIG. 4 is an air system diagram of the vehicle air conditioner shown in FIG.

FIG. 5 is a schematic configuration diagram of still another embodiment of the vehicle air conditioner according to the present invention.

[Explanation of symbols]

10 ... ventilation blower, 11 ... first evaporator, 12 ... second
Evaporator, 13 ... indoor blower, 14 ... third evaporator.

 ──────────────────────────────────────────────────続 き Continued on front page (72) Inventor Morinari Hattori 4-6 Kanda Surugadai, Chiyoda-ku, Tokyo Inside Hitachi, Ltd.

Claims (14)

[Claims] A first indoor heat exchanger for exchanging heat between the fresh air and the fresh air, wherein the air and the fresh air are heat-exchanged by an indoor heat exchanger and supplied to the air-conditioned space; An air conditioner for a railway vehicle, comprising: a second indoor heat exchanger for exchanging heat between the circulating air and fresh air. 2. A railway vehicle air conditioner for supplying heat to an air conditioning space by exchanging heat between circulating air and fresh air in an indoor heat exchanger, a first indoor heat exchanger for exchanging heat only with the fresh air, An air conditioner for a railway vehicle, comprising: a third indoor heat exchanger that exchanges heat only with the circulating air. 3. An air conditioner for a railway vehicle, comprising a ventilator comprising an exhaust means and an air supply means, wherein fresh air from the air supply means and circulating air exchange heat with an indoor heat exchanger and supply the air to the air-conditioned space. , The indoor heat exchanger includes a first indoor heat exchanger that exchanges heat with fresh air from the air supply unit, and a second outdoor heat exchanger that exchanges heat with the circulating air and fresh air. An air conditioner for a railway vehicle, which is characterized in that: 4. An air conditioner for a railway vehicle provided with a ventilator comprising an exhaust means and an air supply means, wherein an auxiliary outdoor heat exchanger is installed in the air flow path of said exhaust means so as to be able to exchange heat with air exhausted from the room. An air conditioner for a railway vehicle, wherein an auxiliary indoor heat exchanger is installed in the air flow path of the air supply means so as to be able to exchange heat with fresh air from outside the vehicle. 5. The air conditioner for a railway vehicle according to claim 4, wherein the auxiliary indoor heat exchanger is installed in an air flow path upstream of a position where circulating air is mixed downstream of the air supply means. An air conditioner for a railway vehicle, characterized in that: 6. The air conditioner for a railway vehicle according to claim 4, wherein the auxiliary outdoor heat exchanger is provided in an air flow path upstream of the exhaust means. Railway car air conditioner 7. An air conditioner for a railway vehicle provided with a ventilator comprising exhaust means and air supply means, wherein an auxiliary outdoor heat exchanger is installed in an air flow path of said exhaust means so as to be able to exchange heat with exhaust air from the room. An auxiliary indoor heat exchanger is installed in the air flow path of the air supply means so as to be able to exchange heat with fresh air from outside the vehicle. The auxiliary outdoor heat exchanger, the auxiliary indoor heat exchanger, a pressure reducing mechanism, An air conditioner for a railway vehicle, wherein a compressor is connected to form one refrigeration cycle. 8. An auxiliary indoor heat exchanger is installed in a flow path of fresh air supplied from outside the vehicle to the inside of the vehicle, and an auxiliary outdoor heat exchanger is installed in a flow path of exhaust air exhausted from the inside of the vehicle to the outside of the vehicle. The auxiliary indoor heat exchanger and the auxiliary outdoor heat exchanger constitute an auxiliary refrigeration cycle, and the indoor heat exchanger is installed in the flow path where the fresh air and the circulating air from the vehicle merge. The outdoor heat exchanger constitutes a refrigeration cycle different from the auxiliary refrigeration cycle. 9. A vehicle comprising: an auxiliary refrigeration cycle for adjusting the temperature of fresh air introduced into the vehicle; and a refrigeration cycle for adjusting the temperature of conditioned air supplied to the air-conditioning space. Air conditioner. 10. A vehicle air conditioner according to claim 9, wherein a fresh air flow path of said auxiliary refrigeration cycle is connected to an air flow path leading to an indoor heat exchanger of said refrigeration cycle. Vehicle air conditioner. 11. The vehicle air conditioner according to claim 9, wherein the auxiliary refrigeration cycle exchanges heat between fresh air introduced into the vehicle and exhaust air discharged outside the vehicle. A vehicle air conditioner characterized by: 12. A vehicle ventilator comprising an exhaust means and an air supply means, wherein an outdoor heat exchanger is provided in an air flow path of the exhaust means, and an indoor heat exchanger is provided in an air flow path of the air supply means. A vehicle ventilator, wherein a heat exchanger is installed, and the outdoor heat exchanger and the indoor heat exchanger form a refrigeration cycle. 13. The vehicle ventilator according to claim 12, wherein the outdoor heat exchanger is installed in an air flow path upstream of a blower of an exhaust means, and the indoor heat exchanger is provided by an air supply means. A ventilating device for a vehicle, wherein the ventilating device is installed in a downstream air flow path of an air blower. 14. A railway vehicle equipped with a ventilator comprising exhaust means and air supply means and an air conditioner having a refrigeration cycle for performing air conditioning in the vehicle, wherein the air conditioner comprises a plurality of refrigeration cycles, and is provided outside the vehicle. The temperature of fresh air supplied to the vehicle is controlled by at least one of the plurality of refrigeration cycles, and the temperature of the circulating air and the fresh air in the vehicle is controlled by another refrigeration cycle of the plurality of refrigeration cycles. A railway vehicle characterized by that.