JPH11268642A - Air conditioner for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To maintain passenger's comfort even when the door for getting on and off is opened or closed. SOLUTION: In this air conditioner for rolling stock, a lower direction blow opening 21 (a first blow opening) which opens toward the almost downward direction and a door direction blow opening 22 (a second blow opening) which opens toward a door 17 for getting on and off are formed in a flow duct 13. In addition, a damper 23 that selectively opens and closes the lower direction blow opening 21 or the door direction blow opening 22 is installed in the flow duct 13. A control means 24 causes the damper 23 to operate in accordance with the information for opening and closing the door 17 for getting on and off to change a position, volume, or direction of the air blow to a cabin R.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner mounted on a railway vehicle, and more particularly, to a condition of blowing air (a blowing position, a blowing amount, and a blowing direction) into a vehicle compartment according to the condition in the vehicle compartment. The present invention relates to an air conditioner for a railway vehicle that has enhanced passenger comfort.

[0002]

2. Description of the Related Art As a conventional railway vehicle air conditioner, there is, for example, one shown in FIGS. A typical railcar air conditioner 10 is shown in FIGS.
As shown in FIG. 1, an air conditioning unit 11 for cooling or heating the air blown into the cabin R is attached to the outside of the vehicle ceiling 12, and a blower for sending the temperature-controlled air from the air conditioning unit 11 to the entire cabin R. A duct 13 is attached to the vehicle ceiling 12 on the indoor side. As is well known, the air conditioning unit 11 includes a cooling cycle including a compressor, a condenser, an expansion valve and an evaporator, a heater for heating air,
An air conditioner such as a blower is arranged in the housing 14. Further, the air duct 13 is provided with an air outlet 15 which opens substantially downward as shown in FIG.

In the air conditioner 10a for a railway vehicle shown in FIGS. 11 (A) and 11 (B), an auxiliary blower 16 built in the air conditioning unit 11 and separate from the blower is swingably mounted on the vehicle ceiling 12 at the indoor side. Have been. The auxiliary blower 16
It does not blow out the temperature-controlled air directly into the vehicle interior, but is constituted by a fan that simply agitates or blows the air in the vehicle interior R. By arranging the auxiliary blower 16, the comfort when the refrigerant capacity is insufficient is supplemented, or the comfort at a part where the temperature is large such as a part where the refrigerant does not cool down or near the entrance / exit door 17 is supplemented. .

[0004]

However, in the conventional air conditioners 10 and 10a for railway vehicles described above,
The operation of the air conditioner is not controlled according to the opening and closing of the doors 17 for passengers to get on and off. In addition, the setting of the air-conditioning equipment and the control is performed based on the closed state having a large time ratio among the open state and the closed state of the doors 17.

[0005] For this reason, if the door 17 is opened when the temperature difference between the inside and outside of the vehicle compartment R is large, the environment in the vehicle compartment R is greatly changed, and the air conditioning control to make up for this is not performed. There was a problem that was damaged.

SUMMARY OF THE INVENTION The present invention has been made to solve the problems associated with the prior art, and has as its object to provide an air conditioner for a railway vehicle which can maintain passenger comfort even when an entrance door is opened and closed. And

[0007]

According to a first aspect of the present invention, there is provided an air conditioner for cooling or heating air blown into a passenger compartment of a railway vehicle having an opening / closing door which is opened / closed. An air duct for sending air conditioned by air conditioning means to the entire interior of the vehicle, and a first air outlet formed in the air duct so as to open substantially downward, and A second air outlet formed in the air duct so as to open toward the door, a damper provided in the air duct, and operating the damper based on information for opening and closing the door. Control means for changing the position, amount or direction of air blown into the passenger compartment.

Further, the invention according to claim 2 is characterized in that the damper selectively opens and closes the first air outlet or the second air outlet.

The invention according to claim 3 is characterized in that the damper is provided in the second air outlet and adjusts the opening area of the second air outlet.

[0010]

Embodiments of the present invention will be described below with reference to the drawings.

Embodiment 1 FIGS. 1A and 1B and FIGS. 2A and 2B are schematic diagrams showing a railcar incorporating a railcar air conditioner according to Embodiment 1 of the present invention. FIGS. 1A and 1B are a configuration diagram and a cross-sectional view, in which FIG. 1 shows a state in which the entrance door is open, and FIG. 2 shows a state in which the entrance door is closed. FIG. 3 is a perspective view showing a main part of the railway vehicle air conditioner. Members common to those shown in FIGS. 10 and 11 are denoted by the same reference numerals, and description thereof will be partially omitted.

This air conditioner 20 for a railway vehicle, like the conventional example shown in FIGS. 10 and 11, cools or heats air blown into a passenger compartment R of a railway vehicle having a door 17 to be opened and closed. A unit 11 (air conditioning means);
A ventilation duct 13 that sends air conditioned by the air conditioning unit 11 to the entire interior of the passenger compartment R.

As shown clearly in FIGS. 1B and 2B, the ventilation duct 13 has a first ventilation opening 21 that opens substantially downward, and a ventilation opening 13 that faces the door 17. A second air outlet 22 that opens is formed. In the following description, the first air outlet 21 is referred to as “downward air outlet 2”.
1 "and the second air outlet 22 are also referred to as" door direction air outlet 22 ". As shown in FIG. 3, the downward blowing port 21 is formed over substantially the entire area along the longitudinal direction of the vehicle. On the other hand, the door direction air outlet 22 is formed only at a portion facing the door 17 and is not formed at an intermediate portion b between the door a.

The air duct 13 is provided with a damper 23. In the first embodiment, the damper 23 is openable and closable so as to selectively open and close the downward air vent 21 or the door air vent 22. Is provided. The damper 23 is
It is provided at the boarding / alighting section a where two air blowing ports 21 and 22 are formed. The damper 23 is driven to rotate by a motor actuator (not shown).

The railcar air conditioner 20 further operates a damper 23 based on information for opening and closing the doors 17 to change the position, amount or direction of air blown into the cabin R. The control means 24 comprises: The control means 24 outputs a predetermined control signal to a motor actuator (not shown).

In FIGS. 1 and 2, solid arrows indicate the flow of air blown out from the door-direction blower port 22, and dotted arrows indicate the flow of air blown from the lower blower port 21.

Next, the operation of the present embodiment will be described. FIG.
5 is a flowchart showing an operation state.

When the entrance door 17 of the vehicle is closed, as shown in FIG. 2 (B), the door direction air outlet 22 is closed by the damper 23 and air is blown only from the downward air outlet 21 (steps S1 and S2). .

When the vehicle stops at the station and the door 17 is opened, as shown in FIG. 1B, the control means 24 controls the damper 2 at the place where the door 17 is provided.
3 is controlled to rotate so as to close the downward blowing port 21 and blow air from the door direction blowing port 22 (S3). As a result, a so-called air curtain is formed in the immediate vicinity of the door 17 and the passenger compartment R
The amount of air flowing in and out between the inside and outside is reduced. As a result, the temperature change in the vehicle compartment R is suppressed as small as possible, and the comfort in the vehicle compartment R is maintained. In particular, since the air is intensively blown to the passengers near the door 17 that is most susceptible to temperature changes when the door 17 is opened, a decrease in the comfort of these persons is suppressed.

Although a dedicated sensor may be provided to detect the opening / closing of the door 17, a signal from the opening / closing detecting means provided on the railway vehicle may be input to the control means 24. Further, in recent years, some railcars have a built-in system for notifying passengers that the vehicle is approaching a stop station and which door is to be opened at the stop station. A signal in such a system is input to the control means 24 to rotate the damper 23 in conjunction with the opening / closing door 17 opening operation. May be controlled in advance.

After the door 17 is closed, the door 17 is closed.
The temperature is changing in the vicinity. For this reason, even after the door 17 is closed, the door 1 is kept for a predetermined time (for example, several seconds).
The blowing in the direction toward 7 is continued (S4, S5). The predetermined time for maintaining the blowing state is determined by a balance between the cooling capacity and the amount of heat lost, and specifically,
Vehicle characteristics (shape, heat transmission, etc.), occupancy rate, cabin R
It is preferable to optimize based on the temperature difference between the inside and outside.

After the elapse of the predetermined time, the damper 23 is rotated to close the door-side air outlet 22, and the downward air outlet 21 is closed.
Then, the operation returns to the normal operation of blowing air (S6).

The above-described air conditioner 20 for a railway vehicle has a large number of doors 17 such as a commuter vehicle in a city center, or the number of passengers greatly varies between commuting time and other times even during one day. It is very effective to mount it on a railway vehicle where the situation in the passenger compartment R changes every moment.

In addition to the above-described air outlet control (selective opening and closing of the downward air outlet 21 and the door-directional air outlet 22), the comfort in the cabin R can be improved by combining the air volume control. It can be maintained even more. A control example for increasing the air flow when the door 17 is opened is as shown in Table 1 below.

[0025]

[Table 1]

<< Configuration of Evaporator >> Air-conditioning unit 11
Is a well-known technology, so a detailed description is omitted.
Only the configuration of the evaporator will be described below. FIG.
(A) and (B) are a configuration diagram and a bottom view showing an evaporator in the air conditioning unit 11.

The evaporator 30 in the air-conditioning unit 11 of this embodiment includes a pair of evaporator components 31, 3
2 and a mounting member 33 sandwiched between these two evaporator components 31 and 32 to support the evaporator components 31 and 32.

The mount member 33 is formed of hard rubber, and has a fitting concave portion 33a formed on the side surface thereof for fitting the convex portions 31a and 32a formed on the side surfaces of the evaporator components 31 and 32, respectively. A positioning hole 34 is formed on the lower surface of the mounting material 33. One evaporator 30 is formed as a whole by connecting the pipes 40 and 45 to the two evaporator components 31 and 32. In order to position and support the evaporator 30 with respect to the housing 14, the positioning holes 34 are provided. Used.

Each of the evaporator components 31 and 32 has a refrigerant inlet pipe 35 through which a low-temperature and low-pressure refrigerant passes through an expansion valve (not shown), and a refrigerant which has been evaporated by heat exchange with air flows down. And a cooling medium outlet pipe 36. For convenience of explanation, the refrigerant inlet pipe 35 side is referred to as a high pressure side, and the refrigerant outlet pipe 36 side is referred to as a low pressure side.

The low pressure side pipe 4 connected to the refrigerant outlet pipe 36
0 denotes two branch pipes 41, 41 and both branch pipes 41, 41
And a single main pipe 43 that returns the refrigerant from the junction 42 to the compressor. The junction 42 is provided with two refrigerant outlet pipes 3
6 and 36 are provided at the center of the pitch, and the length from each of the refrigerant outlet pipes 36 and 36 to the junction 42 is equalized.

The high pressure side pipe 45 connected to the refrigerant inlet pipe 35 is connected to one main pipe 4 for guiding the refrigerant from the expansion valve.
6, a branch portion 47 for branching the refrigerant flowing down through the main pipe 46, and two branch pipes 48, 48. The branch part 47 is provided at the center of the pitch between the two refrigerant inlet pipes 35, 35.
The lengths up to 5, 35 are made equal. Further, the branch pipe 48 from the branch part 47 to the refrigerant inlet pipe 35 is provided with a round part 49 having a large R shape.

When assembling the two evaporator components 31 and 32, the mounting material 3 is used for mutual positioning.
By using 3, the evaporator components 31, 32 can be prevented from being mounted in a twisted state or mounted in a state shifted in the front-rear direction.

The two evaporator components 31, 3
After assembling 2 with the mounting material 33, one large evaporator 30 is formed, and the evaporator 30 functions as a rigid structure. Then, by using the positioning holes 34 of the mounting material 33, the evaporator 30 is fixed in a state of being positioned with respect to the housing 14. Thereby, the two evaporator components 31, 3
It is not necessary to provide the housing 14 with a supporting portion for separately supporting the two.

Since the low-pressure side pipe 40 has many straight pipe portions, the rigidity of the pipe itself is high and the two evaporator components 31, 32 are provided.
When the mounting material 33 is connected to the branch pipe 4 in the low-pressure side pipe 40,
1 will be governed by the tip-to-tip dimension. Although the pitch between the refrigerant inlet pipes 35, 35 determined according to the connection of the low pressure side pipe 40 and the pitch between the tips of the branch pipes 48 in the high pressure side pipe 45 may be slightly different, this difference is caused by the high pressure The round portion 49 of the side pipe 45 elastically absorbs. Thus, the branch pipes 48, 48 of the high-pressure side pipe 45 can be connected to the refrigerant inlet pipes 35, 35, regardless of the dimensional tolerances of the evaporator components 31, 32 and the low-pressure side pipe 40. It is possible to improve assemblability.

Incidentally, as shown in FIG.
By forming at least one round of the branch pipe 48 to form the round portion 49, the elasticity or flexibility of the high-pressure side pipe 45 is further increased to absorb a larger variation in dimensional tolerance. Good.

As described above, the evaporator components 31, 3
Since the mounting material 33 as a support material is sandwiched between the two and the high-pressure side pipe 45 is configured to be elastically deformable, the two evaporator components 31 and 32 are combined to form a relatively large evaporator 30. It becomes possible to attach. Further, the high-pressure side pipe 45 can be connected to the evaporator components 31 and 32 irrespective of the dimensional tolerance inherent in the two evaporator components 31 and 32 and the low-pressure channel 40.

Further, the respective lengths from the branch portion 47 of the high pressure side pipe 45 to the refrigerant inlet pipe 35 become equal, and the respective lengths from the refrigerant outlet pipe 36 to the junction 42 of the low pressure side pipe 40 become equal. Since the refrigerant is evenly distributed, the flow of the refrigerant is improved and the flow of the refrigerant is improved.
The functions of 1, 32 can be maximized, and the cooling capacity is improved.

<Embodiment 2> FIGS. 7A, 7B, 8A, and 8B schematically show a railway vehicle incorporating a railway vehicle air conditioner according to Embodiment 2 of the present invention. FIGS. 7A and 7B are a configuration diagram and a sectional view, respectively. FIG. 7 shows a state in which the door 17 is open, and FIG. 8 shows a state in which the door 17 is closed. FIGS. 9A and 9B are perspective views showing the main part of the railcar air conditioner.

An air conditioner 20a for a railway vehicle according to the second embodiment
Similarly to the first embodiment, an air conditioning unit 11 and a ventilation duct 13 are provided, and as shown in FIGS. 7 (B) and 8 (B), An opening 21 and a door direction air blowing opening 22 are formed. However, the door direction air vent 22b is also formed in an intermediate portion b between the entry / exit portions a.

The same applies to the point that the damper 53 is provided in the air duct 13, but the damper 53 of the second embodiment is provided in the door direction air outlet 22 and slides so as to adjust the opening area of the door direction air outlet 22. It is provided freely. Specifically, as shown in FIG. 9, the gear 55 is engaged with a rack 54 provided on the back surface of the damper 53, and the gear 55 is driven by the motor M, so that the damper 53 slides.

Door direction air outlet 22b in intermediate portion b
Is not provided with the above damper 53 and is always open. Further, the opening area of the door direction air outlet 22b is set substantially equal to a state where the opening area of the door direction air outlet 22 is most narrowed (see FIG. 9A described later).

FIGS. 9A and 9B are views for explaining the operation state of the damper 53, and FIG.
Shows a state when the door is closed, and FIG. 7B shows a state when the door 17 is open.

When the door 17 is closed, FIG.
As shown in (A), the opening area S ′ of the door direction air outlet 22 is reduced by the damper 53, and the door direction air outlet 22 is reduced.
, A relatively small amount of temperature-controlled air is blown. When the door 17 is opened from this state, the control means 24 drives the motor M to slide the damper 53, as shown in FIG. Thereby, the door direction air outlet 22
, The opening area S of the door direction is increased, and the amount of air blown from the door direction air outlet 22 is increased. By increasing the amount of air blown toward the entrance door 17 in this manner, an effect is obtained that the comfort of the passenger is maintained even when the entrance door 17 opens and closes, as in the first embodiment.

[0044]

As described above, according to the first aspect of the present invention, the direction of air flow can be switched downward or in the direction toward the entrance door, or the amount of air blown in the direction toward the entrance door can be temporarily reduced. By providing a damper to increase the
When the door is opened, the control unit can perform control to switch the airflow in the direction toward the door or to increase the amount of airflow in the direction toward the door. As a result, the temperature change in the vicinity of the entry / exit door, which exhibits a particularly remarkable temperature change when the entry / exit door is opened, can be suppressed to a small degree. This has a great practical effect that it is possible to suppress the deterioration of comfort near the entrance door.

According to the second aspect of the present invention, the wind direction is switched by the damper in the downward direction or in the direction toward the entrance door, so that the same effect as the first aspect is achieved.

According to the third aspect of the present invention, since the amount of air blown in the direction toward the entrance door is temporarily increased by the damper, the same effect as the first aspect is achieved.

[Brief description of the drawings]

FIGS. 1A and 1B show Embodiment 1 of the present invention.
1 is a schematic configuration diagram and a cross-sectional view illustrating a railroad vehicle incorporating the railroad vehicle air conditioner according to the first embodiment of the present invention, and is a diagram illustrating a state in which an entrance door is open.

FIGS. 2A and 2B are a schematic configuration diagram and a cross-sectional view, respectively, showing a railroad vehicle incorporating the railroad vehicle air conditioner according to Embodiment 1; FIG.

FIG. 3 is a perspective view showing a main part of the railway vehicle air conditioner.

FIG. 4 is a flowchart showing an operation state of the railway vehicle air conditioner.

FIGS. 5A and 5B are a configuration diagram and a bottom view showing an evaporator in the air conditioning unit.

FIG. 6 is a view showing a modified example in which the elasticity or flexibility of the high-pressure side pipe is further increased.

FIGS. 7A and 7B show Embodiment 2 of the present invention.
1 is a schematic configuration diagram and a cross-sectional view illustrating a railroad vehicle incorporating the railroad vehicle air conditioner according to the first embodiment of the present invention, and is a diagram illustrating a state in which an entrance door is open.

FIGS. 8A and 8B are a schematic configuration diagram and a cross-sectional view, respectively, showing a railroad vehicle incorporating the railroad vehicle air conditioner according to Embodiment 2; FIG.

FIGS. 9A and 9B are perspective views showing a main part of the railcar air conditioner.

FIGS. 10A and 10B are a schematic configuration diagram and a cross-sectional view showing a railway vehicle incorporating a conventional railway vehicle air conditioner.

FIGS. 11A and 11B are a schematic configuration diagram and a cross-sectional view showing a railway vehicle incorporating another conventional railcar air conditioner.

[Description of Signs] 10 switching box 11 air conditioning unit (air conditioning means) 13 air duct 17 getting on and off doors 20 and 20a air conditioner for railway vehicles 21 downward air vent (first air vent) 22 door Direction air outlet (second air outlet) 23 ... damper 24 ... control means 53 ... damper R ... vehicle room S, S '... opening area of the second air outlet 22

Claims (3)

[Claims] An air conditioner (11) for cooling or heating air blown into a passenger compartment (R) of a railway vehicle having a door (17) to be opened and closed, and air conditioned by the air conditioner (11). And an air duct (13) for sending the air to the entire interior of the passenger compartment (R), wherein the air duct (1) is opened substantially downward.
A first air outlet (21) formed in 3), a second air outlet (22) formed in the air duct (13) so as to open toward the door (17), Dampers (23, 5) provided in the air duct (13)
3) and control means for operating the dampers (23, 53) based on the information for opening and closing the doors (17) to change the position, amount or direction of air blowing into the cabin (R). (24) An air conditioner for a railway vehicle, comprising: 2. The air conditioner according to claim 1, wherein the damper (23) selectively opens and closes the first air outlet (21) or the second air outlet (22). apparatus. 3. The damper (53) is provided in the second air outlet (22) and adjusts an opening area (S, S ′) of the second air outlet (22). 2. The air conditioner for a railway vehicle according to 1.