WO2010145954A1

WO2010145954A1 - Railway vehicle comprising an air conditioning system

Info

Publication number: WO2010145954A1
Application number: PCT/EP2010/057827
Authority: WO
Inventors: Werner HÖFLER
Original assignee: Bombardier Transportation Gmbh
Priority date: 2009-06-15
Filing date: 2010-06-04
Publication date: 2010-12-23
Also published as: DE102009025299A1

Abstract

The present invention relates to a railway vehicle comprising a railway body (102) with a passenger compartment (104), and an air conditioning system (103) for conditioning the air of the passenger compartment (104), wherein the passenger compartment (104) is provided with a first air conditioning region (104.3) and an adjacent second air conditioning region (104.4). The first air conditioning region (104.3) can be supplied with a first intake air flow by way of a first air supply duct (103.5) of the air conditioning system, and the second air conditioning region (104.4) can be supplied with a second intake air flow by way of a second air supply duct (103.6) of the air conditioning system. The air conditioning system is provided with a control device (103.11) for controlling the heat emission to the passenger compartment (104) by way of the first intake air flow and the second intake air flow. The air conditioning system (103) is provided with a first sensor device that can be interconnected with the control device (103.11), and with a second sensor device that can be interconnected with said control device.

Description

Rail vehicle with an air conditioning device

The present invention relates to a rail vehicle with a car body having a passenger compartment, and a Klimatisierungsβinπchtung for air conditioning of the Passagierabteiis, the passenger compartment having a first air conditioning area and an adjacent second Khmatisierungsbereich, the first Kiimatisierungsbereich supplied via a first supply air duct of the Klimatisierungseinπchtung with a first supply air and the second air conditioning area is supplied with a second supply air flow via a second supply air duct of the air conditioning device and the air conditioning device has a control device for controlling the heat output introduced into the passenger compartment via the first supply air flow and the second supply air flow. It further relates to a corresponding method for air conditioning a passenger compartment rail vehicle

For the air conditioning of rail vehicles, especially for high-speed traffic, frequently arranged in the roof area of the car body climate modules (so-called roof climate modules), in which the conditioning of the air is used for air conditioning (ie for cooling, ventilation or heating) of the passenger compartment to the Climate module usually includes a channel system, via which the air is introduced into the passenger compartment This channel system often includes a central running in the longitudinal direction of the car body cold air duct and these laterally flanking hot air ducts, such as the vehicle "ICE T" Deutsche Bahn AG In the case of cooling, cooled air is introduced into the passenger compartment in the ceiling area of the car body via the cold air duct. The hot air ducts each have a plurality of side ducts distributed in the longitudinal direction of the vehicle, which travel downwards from the roof area and in the area of the fens ter and / or the bottom of the passenger compartment in the passenger compartment mouth to supply there the warm air

The temperature and quantity control of the supply air to the passenger compartment is usually a function of a measurement of the air temperature at a certain point in the passenger compartment of the temperature of the circulating air or the temperature of the exhaust air and the outside temperature. A problem with this type of air conditioning is that Depending on different influencing factors can result in very different temperature distributions in the passenger compartment a comparatively long-lasting unilateral solar radiation on a longitudinal side of the vehicle at the solar irradiation exposed side prevail a much higher room temperature than on the shadow side The known air conditioning Kuhlfall on this, if this one-sided increase in temperature is detected, react so far, then as an increased cooling performance However, for the down side climate control area, this means that the temperature there may possibly drop to an undesirably low level. On the other hand, if this one-sided temperature rise is not detected in the heating case, heating continues unabated and the air conditioning area is on the sunny side an increase in temperature to an undesirably high level

Similar undesirable shifts in the temperature distribution can also result under other constellations, for example, in an uneven distribution of passengers (and thus the heat emission of the passengers) in the passenger compartment

The present invention is therefore based on the object to provide a rail vehicle or a method for air conditioning of a rail vehicle of the type mentioned above, which does not have the disadvantages mentioned above or at least to a lesser extent and in particular easily a need-based air conditioning of the passenger compartment of the rail vehicle allows

The present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features specified in the characterizing part of claim 1. It solves this problem further starting from a method for air conditioning of a rail vehicle according to the preamble of claim 10 by the characterizing part of claim 10 specified characteristics

The present invention is based on the technical teaching that it is possible to achieve a demand-based air conditioning of the passenger compartment of the rail vehicle in a simple manner if the (positive or negative) heat outputs supplied to the respective air-conditioning area via the respective supply air flow are adjusted independently of each other and in dependence on detected variables (ie thus controlled or regulated), from which conclusions can be drawn on a different heat distribution in the passenger compartment

According to a first aspect, the present invention therefore relates to a rail vehicle with a car body, which has a passenger compartment, and a The first air conditioning area can be supplied with a first supply air flow via a first supply air duct of the air conditioning unit, while the second air conditioning area can be supplied via a second supply air duct of the first air conditioning area

The air-conditioning device has a control device for controlling the heat output introduced into the passenger compartment via the first supply air flow and the second supply air flow. The air conditioning device furthermore has a first sensor device connectable to the control device and a second sensor device connectable to the control device, wherein the first sensor device detects a first control quantity representative of the temperature distribution in the first air conditioning area and / or a first control size influencing the temperature distribution in the first air conditioning area, while the second sensor device records a second representative of the temperature distribution in the second air conditioning area

The control device is designed to, depending on the first control variable and the second control variable, introduce a first heat output introduced into the first air-conditioning region via the first supply flow, deviating from one via the second control airflow and / or one second control flow influencing the temperature distribution in the second air conditioning region Adjusting the supply air flow in the second Kiimatisierungsbereich introduced second heat output By a suitable choice of the first and second control sizes let hereby achieve the desired needs-based air conditioning in a simple manner

The setting of the two heat outputs can be dependent on each other, for example, a predetermined air mass flow can be divided into two partial streams of different sizes to achieve the two different heat outputs for the two air conditioning areas. In preferred variants of the invention, however, the setting of the two heat outputs from each other independently possible, so that a particularly flexible needs-based air conditioning of the two air conditioning areas is possible

It should be noted at this point that, for the purposes of the present invention, a positive heat output introduced into the passenger compartment should designate a heating power, while a negative heat output introduced into the passenger compartment designates a cooling capacity In principle, more than two different air conditioning areas can also be defined. The first air conditioning area and the second air conditioning area are preferably arranged on different longitudinal sides of the car body because it often comes straight to the above-described, in the transverse direction of the vehicle uneven temperature distributions

It should be noted at this point that it is in the passenger compartment for the purposes of the present invention by hand a space that is not divided by wall elements or the like in other climatically separable sub-compartments or the like An example of such a passenger compartment is among others Thus, the two air conditioning areas are climatically communicating areas of the passenger compartment

The arrangement of the Zuluftkanale in the car body can basically be done in any way So they can, for example, extend completely or partially in the bottom area and / or in the side wall portion of the car body Preferably, the first supply air duct and / or the second supply air duct is arranged in a roof area of the car body, as they are In addition or as an alternative, the first supply air duct can have at least one first side duct opening into a floor area and / or a window area of the car body for supplying air to the passenger compartment, in order to provide an air intake in the passenger compartment to achieve a targeted and effective introduction of supply air favorable design The same applies to the second supply air duct, which also at least one in one

Floor area and / or in a window portion of the car body mouth second side channel for air supply into the passenger compartment may have

The targeted and need-based separate adjustment of the (positive or negative) heat supply to the two Kiimatisierungsbereichen can be done in any suitable manner are preferred for this large and / or temperature of the respective supply air flow varies In preferred variants of the invention, the control device is therefore designed to adjust the first heat output to adjust the size of the first supply air flow and / or the temperature of the first supply air flow as a function of the first control flow, while the control device is additionally or alternatively configured to to set the second heat output to adjust the size of the second supply air flow and / or the temperature of the second supply air flow in dependence on the second control size

The size of the respective supply air flow can be adjusted, for example, via a delivery device (eg, a fan, etc.) assigned to the respective supply air flow. However, particularly simple, small-sized configurations result if only (at one or more throttle points) the available flow cross-section for the respective supply air flow and / or the speed is varied. The control device is therefore preferably designed to set a free flow cross-section and / or to adjust the size of the first supply air flow and / or the second supply air flow

Set flow rate in the associated supply air duct In preferred variants, this is done via at least one controllable flap associated with the supply air duct

Additionally or alternatively, the control device may be configured to set a mixing ratio of at least two air streams of different temperature for setting the temperature of the first supply air flow and / or the second supply air. This may also be done in a particularly simple manner via at least one controllable flap assigned to the supply air channel For example, a conditioned over a Konditioniereinncht conditioned (ie heated or cooled) air flow with a non-conditioned air flow (eg, a sucked from outside the vehicle fresh air stream or extracted from the passenger compartment recirculating air flow) are mixed in the appropriate ratio to a desired temperature achieve

The first or second control size is basically any large contemplated, which allow conclusions about the temperature or their temporal evolution in the respective air conditioning comparable for the place of detection of the first or second control size This can be chosen arbitrarily, provided he draws appropriate conclusions on the Preferably, the first sensor device comprises a first sensor for detecting a variable representative of an external heat input into the first air-conditioning area as the first control variable. By way of example, the heat output of the solar radiation acting on the first air-conditioning area can be detected and then be considered accordingly in the supply air supply for the first air conditioning area The first sensor is preferably assigned to the first air conditioning area directly in space (ie arranged in or in the immediate vicinity of the first air conditioning area), so that a particularly simple and stable relationship exists between the measured values of the first sensor and the temperature or its temporal evolution in the first climate control area In preferred variants of the invention, the first sensor is arranged on an outer side of the car body, in particular in the roof area of the car body. This makes it possible to determine external influences (that is, for example, the external heat input into the first air conditioning area) in a particularly simple and reliable manner

The same applies to the second sensor device. Thus, it preferably comprises a second sensor for detecting a variable representative of an external heat input into the second air conditioning area as a second control variable. Preferably, the second sensor is spatially assigned to the second air conditioning area. Additionally or alternatively, the second sensor is preferably on an outer side the car body, especially in the roof area of the car body, arranged

The sensor arrangement just described may already be sufficient to achieve the desired air conditioning, for example in conjunction with a conventional central temperature sensor in the passenger compartment. In preferred variants of the inventive rail vehicle, however, it is provided that the first sensor device comprises a third sensor for detecting a temperature In addition or alternatively, the second sensor device may also comprise a fourth sensor for detecting a variable representative of a temperature in the second air-conditioning area as a further second control variable. Not only external vehicle influences but also vehicle-internal influences (e.g. B uneven heat loads due to unevenly distributed occupancy of passengers) are recognized and taken into account accordingly

By way of the above-described detection of the external (positive or negative) heat input into the respective cooling area, it is otherwise possible to differentiate to the actual temperature development in the respective temperature range

Thus, in the case of a temperature increase due to strong solar radiation in one of the air-conditioning areas, increased cooling in the window area can be reacted (via which the heat primarily penetrates), while, for example, by an uneven occupation of the vehicle Passengers conditioned temperature development, the focus can be placed less on the window area

The present invention can be used in connection with any conventional configurations of the duct system of an air-conditioning device. It is preferably used in conjunction with an air-conditioning device which comprises a third supply air duct, which is arranged in a roof area of the car body and opens into the passenger compartment particularly favorable and effective Klimatisierungsszenaπen realize that use the natural convection in particular when cooling and heating Preferably, the control device is designed to supply the third supply air duct only in the case of cooling the Passagierabteiis a third supply air

The present invention further relates to a method for air conditioning a rail vehicle with a car body having a passenger compartment with a first air conditioning area and an adjacent second air conditioning area, which are arranged in particular on different longitudinal sides of the car body. In this method, the first air conditioning area via a first supply air duct supplied to the second air conditioning area via a second supply air duct, a second supply air flow, wherein the introduced via the first supply air flow and the second supply air flow in the passenger compartment heat output is controlled for the temperature distribution in the first air conditioning area representative first control size and / or Furthermore, one for the temperature distribution in the second air-conditioning region influencing the temperature distribution in the second air-conditioning region is detected Finally, depending on the first control size and the second control size, in particular independent of one another, a first heat output introduced into the first air conditioning area via the first supply air flow is deviated from a first supply air flow adjusted via the second supply air flow into the second air conditioning area introduced second heat output

Hereby, the advantages and variants described above in connection with the inventive method can be achieved to the same extent, so that reference is made here only to the above statements Further preferred embodiments of the invention will become apparent from the dependent claims or the following description of preferred Ausfuhrungsbeispieie, which refers to the accompanying drawings

Figure 1 is a schematic plan view of a part of a preferred embodiment of the inventive rail vehicle with the one oevorzugte

Embodiment of the inventive air conditioning method can be performed,

FIG. 2 shows a schematic sectional view of the rail vehicle from FIG. 1 (along the line H-N from FIG. 1),

FIGS. 3A to 3D show different switching states of the air-conditioning unit of FIG. 1

A preferred exemplary embodiment of the high speed rail vehicle 101 according to the invention, which has a vehicle longitudinal axis 101 1, is described below with reference to FIGS. 1 to 3D. For simplifying the understanding of the following explanations, a vehicle coordinate system x, y, z is indicated in the figures, in which the x-Koordιnate the longitudinal direction of the rail vehicle 101, the y-Koordιnate the Querπchtung of the rail vehicle 101 and the z-Koordιnate Hohennchtung the rail vehicle 101 denote

1 shows a schematic plan view of a part of the rail vehicle 101. The vehicle 101 comprises a car body 102, which is truncated in the region of its two ends in each case on a (not shown) in the carriage body 102 is a Klimatisierungsemπchtung 103 arranged, the Konditionieinnchtung in the form of a climate module 103 1, which is arranged in the roof area of the car body 102 above the inner ceiling 104 1 of a passenger compartment 104 of the car body 102. The passenger compartment 104 is a Großraumabteil that extends over a majority of the length of the car body 102 and equipped with a corresponding number of seats for passengers

The air outlet of the Klimamoduis 103 1 opens into a distribution box 103 2 of the Klimatisierungseinnchtung 103, in which the supplied from the air conditioning module 103 1 supply air flow 105 via a controllable first flap 103 3 and a controllable second flap 103 4 in a first supply air stream 105.1, a second supply air stream 105.2 and a third supply air stream 105.3 is divided. The supply air streams 105.1 to 105.3 are thereby distributed to a conventional duct system of the air-conditioning device 103 with a first supply air duct 103.5, a second supply air duct 103.6 and a central third supply air duct 103.7 which is flanked laterally in the vehicle transverse direction (y direction) by the two supply air ducts 103.5 and 103.6 ,

The first flap 103.3 and the second flap 103.4 are each pivotable about a pivot axis and determine, depending on their angular position, the open flow cross-section to the respective supply air duct 103.5 to 103.6 and accordingly the size ratio of the supply air flows 105.1 to 105.3.

The supply air ducts 103.5 to 103.7 distribute the supply air in a known manner in the longitudinal direction of the vehicle 101 (x-direction), the two lateral supply air ducts 103.5 and 103.6 each having in the region of a window 106 of the car body 102 side channels 103.8. The side channels 103.8 lead in the respective side wall of the car body 102 from the roof area in the height direction of the vehicle 101 (z-direction) down and over other branches 103.9 and 103.10 to air outlets in the region of the lower edge of the respective window 106 and just above the ground 104.2 of the passenger compartment 104 and open into the passenger compartment 104. The central third supply air duct 103.7 also has air outlets, which open into the passenger compartment 104 in a known manner via the interior ceiling 104.1.

The passenger compartment 104 is divided into a first air conditioning area 104.3 and a second air conditioning area 104.4, which extend in the vehicle longitudinal direction via the two in longitudinal halves of the passenger compartment 104 and adjacent to each other in the vehicle transverse direction. These two air-conditioning areas 104.3 and 104.4 are separately air conditioned according to the invention in the manner described below.

For this purpose, the air-conditioning device 103 has a control device 103.11 with a control module 103.12 via which, in addition to the control of the climate module 103.1, the first flap 103.3 and the second flap 103.4 are controlled. To control the flaps 103.3 and 103.4, a first sensor 103.13, a second sensor 103.14, a third sensor 103.15 and a fourth sensor 103.16 are provided which are each connected to the control module 103.12. The first sensor 103.11 and the third sensor 103.13 belong to a first sensor device which is assigned to the first air conditioning area 104.3, while the second sensor 103 14 and the fourth sensor 103 16 belong to a first Sensoreinπchtung, which is associated with the second air conditioning area 104 4

The first sensor 103 13 and the second sensor 103 14 are identically designed and arranged on the respective (imks or right) vehicle side respectively in the roof area in the region of the outer skin of the car body above one of the windows 106. However, it is understood that the first sensor and the For example, an arrangement in the region of a window spar between two windows of particular advantage, since it can be particularly easily detected by the concrete heat input through the window

The first sensor 103 13 detects, as a first control quantity S1-1, a quantity representative of an external heat input (for example, the heat output of the incident solar radiation) into the first air conditioning area 104 3, and thus conclusions about the temporal evolution and local distribution of the temperature in the first The same applies to the second sensor 103 14, which supplies a corresponding second control size S2-1, which is assigned to the second air-conditioning area 104 4

The third sensor 103 15 and the fourth sensor 103 16 are also designed identically and on the respective (left or right) vehicle side respectively in the region of the inner ceiling

104 1 is arranged above one of the windows 106. The third sensor 103 15 detects, as a further first control variable S 1-2, a variable corresponding to the temperature in the first

The same applies to the fourth sensor 103 16, which provides a corresponding second control size S2-2 associated with the second air conditioning area 104 4

The sensors 103 13 to 103 16 deliver their measured values to the control module 103 12, which actuates the climate module 103 1 as a function of the currently supplied values of the control variables S1-1, S1-2, S2-1 and S2-2 and thus Further, the control module 103 12 controls the two doors 103 3 and 103 4 independently of each other depending on the currently supplied values of the control signals S1-1, S1-2, S2-1 and S2-2 to the angle and in the manner described above, the large and the large ratio of the supply air currents 105 1 to

Thus, the information about the first supply air stream 105 1 introduced into the first air-conditioning region 104 3 is thus independently of one another Heat output P1 and set via the second supply air stream 105 2 introduced into the second air conditioning 104 104 second heat output P2

This can be both external to the vehicle (eg uneven heat loads due to uneven sunlight) and in-vehicle influences (eg uneven heat loads due to unevenly distributed occupation with passengers) detected by the control module 103 and 12 are taken into account Thus, a desired needs-based air conditioning can be achieved in a simple manner

Figures 3A to 3D show for different situations, the respective pivot position of the two flaps 103 3 and 103 4, in which they controlled by the control module! 103 12 are moved

FIG. 3A shows the Kiappenstellung for Kuhlfall in a situation in which, for example, a non-uniform sunlight on the side of the first air conditioning 104 a higher (positive) heat transfer occurs than on the side of the second air conditioning 104 104 This situation is on the (im Average permanently) different values of the first control size S1-1 and S2-1 detected in the control module 103 12 and leads to the flap position shown

Here, in addition to the central (cooling) third supply air stream 105 3 (which flows out through the inner cover 104 1) via the first flap 103 3 a (cooling) first supply air stream 105 1 is set, via the outlet of the branch channels 103 9 and 103 10 in the window The second flap 1034 is set so that no second supply air flow 105 2 results, which could flow out via the outlets of the branch ducts 103 9 and 103 10 in the window or floor area of the first air conditioning area 104 3

It is understood, however, that in other situations with such uneven heat supply from the outside, a second supply air flow 105 2 could be set then correspondingly less precipitates than the first supply air stream 105 1 (as indicated in Figure 3A by the dashed contour 107

FIG. 3B shows the flap position for the cooling case in a situation in which no uneven (positive) heat transfer takes place. The flap position can then be selected such that only one central (cooling) third supply air 105 3 passes over the inner cover 104 1 flows out while on the first flap 103 3, the first supply air stream 105 1 and the second flap 103 4, the second supply air stream 105 2 are reduced to the value zero

However, it is understood that in other situations with such a uniform supply of heat from the outside, it was also possible to set a (possibly low) first supply air flow 105 1 and second supply air flow 105 2 (as indicated by the dashed contour 108 in FIG. 3B).

FIG. 3C shows the flap position for the heating case in a situation in which a higher (positive) heat input takes place, for example, via uneven solar irradiation on the side of the first stoking area 104 3 than on the side of the second air conditioning area 104 3. permanently on average) different values of the first control variable S1-1 and S2-1 in the control module 103 12 detects and leads to the flap position shown

In this case, a (warming) first supply air stream 105 1 is set via the first flap 103 3, which flows out via the outlets of the branch channels 103 9 and 103 10 in the window or bottom area of the first air conditioning area 104 3 A second supply air flow 105 2 results which flows out via the outlets of the branch ducts 103 9 and 103 10 in the window or floor area of the first air conditioning area 104. By the flap position shown, the second supply air 105 2 is significantly larger than the first supply air flow 105 1 Here, therefore, the uneven external heat input into the two air-conditioning areas 104 3 and 104 4 taken into account, so that there is also a need-based air conditioning

In order to prevent that in the heating case on the inner ceiling 104 1 a (possibly undesirably large) third supply air is discharged 105 3 with heated supply air, in the region of the third supply air another also controlled by the control module 103 12 flap (for example, a shutter or the like , as indicated in Figures 3A to 3D by the dashed contour 109) may be provided, via which the third supply air stream 105 3 can be set separately (possibly even completely can be prevented)

Incidentally, such an additional flap 109 can also be used to respond to a recognized uneven internal heat input, for example due to an uneven occupancy of the vehicle with passengers and the resulting different temperature development in the air-conditioning areas 104 3 and 104 4 Thus, in the described due to strong sunlight temperature rise in one of the air conditioning areas with increased cooling in the window area are reacted (through which the heat penetrates pπmar), while, for example, in a caused by an uneven occupation of the vehicle with passengers temperature development, the focus less on For this purpose, the central Kuhlkanal 103 7 (in the vehicle transverse direction) can be divided centrally into two separate halves whose Zuluftstrome can then be set via associated separately controllable halves of the flap 109 Thus, it is possible to have a separate on the respective air conditioning 104 3 or 104 4 directed cooling from the inner roof 104 1 to respond to such internal factors

Figure 3D shows the flap position for the Heizfal! in a situation in which no uneven (positive or negative) heat entry into the air conditioning areas 104 3 and 104 4 takes place. The flap position can then be selected so that only the central third supply air stream 105 3 is blocked via the inner ceiling 104 1, while over the first flap 103 3 of the first supply air stream 105 1 and the second flap 103 4 of the second Zuiuftstrom 105 2 are set to the same value

It is understood, however, that in other situations with such uniform heat input from the outside, a (possibly lower) first supply air flow 105 1 and second supply air flow 105 2 could be set (as indicated in FIG. 3B by the dashed contour 108).

It is understood that in other variants of the invention, instead of the shown pivoting flaps, any other flaps or chokes, etc. can be used. In particular, so-called shutter flaps, lens flaps etc can be used, which each set the free flow cross section to or in the associated flow channel

The present invention has been described above solely by means of examples of single-level rail vehicles in high-speed traffic. It is understood, however, that the invention can also be used in connection with any other rail vehicles, in particular double-deck rail vehicles, for any other travel speed ranges

_{* * * * ** * * * *}

Claims

claims

1 rail vehicle with

- A car body (102) having a passenger compartment (104), and

- An air conditioning device (103) for air conditioning of the Passagierabteiis (104), wherein

the passenger compartment (104) has a first air conditioning area (104 3) and an adjacent second air conditioning area (104 4),

- The first Kiimatisierungsbereich (104 3) via a first Zuluftkana! (103 5) of the Klimatisierungseinπchtung with a first supply air flow can be supplied and the second air conditioning area (104 4) via a second supply air duct (103 6) of the

Air conditioning Einπchtung can be supplied with a second supply air flow and

- The Khmatisierungseinπchtung a control device (103 1 1) for controlling the on the first supply air flow and the second supply air flow into the passenger compartment (104) introduced heat output, dadurcn characterized in that

- The Klimatisierungseinπchtung (103) having a controllable means (103 11) connectable first sensor means and connectable to the control means second sensor means, wherein

- The first Sensoremπchtung a representative of the temperature distribution in the first Kiimatisierungsbereich (104 3) first control size and / or a

Temperaturverteiiung detected in the first air conditioning area (104 3) influencing first control size,

the second sensor device detects a second control variable representative of the temperature distribution in the second air conditioning region (104 4) and / or a second control variable influencing the temperature distribution in the second air conditioning region (104 4) and

- The control device (103 11) is adapted to, in dependence on the first control size and the second control size, in particular independent of each other, a first supply air flow in the first air conditioning area (104 3) introduced first heat output deviating from one on the second

Supply air flow in the second air conditioning area (104 A) introduced set second heat output Rail vehicle according to claim 1, characterized in that the first air conditioning area (104 3) and the second air conditioning area (104 4) are arranged on different longitudinal sides of the car body (102)

Rail vehicle according to claim 1 or 2, characterized in that - the first supply air duct (103 5) and / or the second supply air duct (103 6) in one

Roof area of the car body (102) is arranged and / or

- The first Zuiuftkanal (103 5) has at least one in a bottom portion and / or in a window portion of the car body mouth first side channel (103 8) for supplying air into the passenger compartment and / or

- The second supply air duct (103 6) has at least one opening in a bottom portion and / or in a window portion of the car body second side channel (103 8) for supplying air into the passenger compartment

Rail vehicle according to one of the preceding claims, characterized in that the control device (103 1 1) is designed to

- To set the first heat output to adjust the size of the first supply air flow and / or the temperature of the first supply air flow in dependence on the first control size and / or

- Set to adjust the second heat output, the size of the second supply air flow and / or the temperature of the second supply air flow in dependence on the second control size

Rail vehicle according to claim 5, characterized in that the control device (103 11) is designed to

- To set the size of the first supply air flow and / or the second supply air flow a free flow cross section and / or a flow velocity in the associated supply air duct, in particular via at least one of the supply air duct associated controllable flap (103 3, 103 4), set and / or - To set the temperature of the first supply air flow and / or the second supply air, a mixing ratio of at least two air streams of different temperature, in particular via at least one of the supply air duct associated controllable flap (103 3, 103 4) to set

6 rail vehicle according to one of the preceding claims, characterized in that

- The first sensor means comprises a first sensor (103 13) for detecting a representative of an external heat input in the first Kiimatisierungsberesch (104 3) Large as a first control size, wherein the first sensor (103 13) in particular

- Is spatially associated with the first air conditioning area (104 3) and / or

- Is arranged on emer outside of the car body (102), in particular in the roof area of the car body

7 rail vehicle according to one of the preceding claims, characterized αass

- The second sensor means comprises a second sensor (103 14) for detecting a representative of an external heat input in the second air conditioning area (104 4) Large as a second control size, wherein - the second sensor (103 14) in particular

- Is spatially associated with the second air conditioning area (104 4) and / or

- Is arranged on an outer side of the car body (102), in particular in the roof area of the car body

8 rail vehicle according to one of claims 6 or 7, characterized in that the first Sensoreinπchtung a third sensor (103 15) for detecting a representative of a temperature in the first air conditioning area (104 3) Large as a further first control size and / or - The second Sensoreinπchtung a fourth sensor (103 16) for detecting a representative of a temperature in the second Kiimatssierungsbereich (104 4) Large as a further second control size

Rail vehicle according to one of the preceding claims, characterized in that

- The Klimatisierungseinπchtung (103) comprises a third, in particular arranged in a roof region of the car body, supply air duct, which mouths in the passenger compartment (104), wherein

- The control device (103 11) is in particular adapted to the third supply air duct only in the case of cooling of the Passagierabteiis (104) a third

Supply supply air flow

A method of air conditioning a rail vehicle having a car body (102) having a passenger compartment (104) with a first air conditioning area (104 3) and an adjacent second air conditioning area (104 4), in particular on different longitudinal sides of the car body (102) are arranged, in which a first supply air flow is supplied to the first air conditioning area (104 3) via a first supply air channel and a second supply air flow is supplied to the second air conditioning area (104 4) via a second supply air channel, wherein - the first supply air flow and the second supply air flow into the

Passenger Abbey! (104) introduced heat output is controlled, characterized in that

a first control variable representative of the temperature distribution in the first region of influence (104 3) and / or a first control variable influencing the temperature distribution in the first climate region (104 3) are detected,

- a second control variable representative of the temperature distribution in the second air conditioning area (104 4) and / or a second control size influencing the temperature distribution in the second air conditioning area (104 4) is detected, and

- As a function of the first control size and the second control size, in particular independent of each other, one on the first supply air flow in the deviating from a second heat output introduced into the second air conditioning area (104.4) via the second feed air stream (104.4), the first air conditioning area (104.3) is set.

1 1. A method according to claim 10, characterized in that

the magnitude of the first supply air flow and / or the temperature of the first supply air flow is set as a function of the first control variable and / or the size of the second supply air flow and / or the temperature of the second supply air flow to adjust the second heat output Dependence on the second control variable is set.

12. The method according to claim 11, characterized in that

- To set the size of the first supply air flow and / or the second supply air flow, a free flow cross-section and / or a

Flow rate in the associated Zuiuftkanai, in particular via at least one of the supply air duct associated controllable flap (103.3, 103.4) is set and / or - to adjust the temperature of the first supply air flow and / or the second

Supply air flow is a mixing ratio of at least two air streams of different temperature, in particular via at least one of the supply air duct associated controllable flap (103.3, 103.4) is set.

13. The method according to any one of claims 10 to 12, characterized in that - via a first sensor (103.13) for a external heat input in the first air conditioning area (104.3) representative size is detected as the first control variable, wherein

- The first sensor (103.13) in particular

- Is spatially associated with the first air conditioning area (104.3) and / or - Is arranged on an outside of the car body (102), in particular in the roof area of the car body, and / or

- Via a second sensor (103 14) representative of an external heat input in the second air conditioning area (104 4) Large as the second

Control is detected, where

- The second sensor (103 14) in particular

- Is spatially associated with the second air conditioning area (104 4) and / or - on an outside of the car body (102), in particular in the roof area of the car body, is arranged

A method according to claim 13, characterized in that

a third sensor (103 15) records a variable representative of a temperature in the first air-conditioning area (104 3) as a further first control variable and / or

- Is detected by a fourth sensor (103 16) representative of a temperature in the second air conditioning area (104 4) Large as another second control size

Method according to one of claims 10 to 14, characterized in that in the passenger compartment (104) mouth third supply air duct only in the case of cooling of the Passagierabteiis (104), a third supply air flow is supplied

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