JPS6358470B2 - - Google Patents
Info
- Publication number
- JPS6358470B2 JPS6358470B2 JP15025583A JP15025583A JPS6358470B2 JP S6358470 B2 JPS6358470 B2 JP S6358470B2 JP 15025583 A JP15025583 A JP 15025583A JP 15025583 A JP15025583 A JP 15025583A JP S6358470 B2 JPS6358470 B2 JP S6358470B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- air
- blower
- pressure
- exhaust
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000009423 ventilation Methods 0.000 claims description 29
- 230000003068 static effect Effects 0.000 description 10
- 230000000694 effects Effects 0.000 description 4
- 241001669679 Eleotris Species 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000011017 operating method Methods 0.000 description 1
- 230000001902 propagating effect Effects 0.000 description 1
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は、高速で走行する車両に好適な車両用
換気装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a vehicle ventilation system suitable for vehicles running at high speed.
車両が高速で隧道を通過する場合、該車両と隧
道との間において急激な圧力変化を生じ、これが
車内に伝わつて乗客に不快感を与える。これを防
止するために、車両を気密構造として隧道へ入る
前に換気用給排気口を閉塞し、前記圧力変化の車
内への伝播を防止する方式が考えられるが、本方
式によれば、長い隧道を通過する場合車内空気が
汚損するため換気が必要であり、実現性がない。
そこで連続して換気を行ない、かつ、車内圧力の
変化を乗客に不快感を与えない限度値（毎秒50mm
Aq）以下に保つ必要がある。
When a vehicle passes through a tunnel at high speed, a sudden pressure change occurs between the vehicle and the tunnel, which is transmitted to the interior of the vehicle and causes discomfort to passengers. In order to prevent this, it is conceivable to make the vehicle airtight and close the ventilation air supply and exhaust ports before entering the tunnel to prevent the pressure change from propagating into the interior of the vehicle. Passing through a tunnel would pollute the air inside the vehicle and would require ventilation, which is not practical.
Therefore, continuous ventilation is carried out, and changes in the pressure inside the car are kept to a limit (50 mm/s) that does not cause discomfort to passengers.
Aq) Must be kept below.
このような課題を解決するものとして、外気圧
力変化に対して風量変化の少ない送風機を用いて
換気を行なう換気装置が従来用いられている。こ
の換気装置について、第１図ないし第２図によつ
て説明する。図において、１は車体で、給気風道
３が接続された給気用送風機２および排気風道５
が接続された排気用送風機４が設けられている。
該給気用送風機２および排気用送風機４の静圧と
風量の関係は、第２図に示すように静圧変化の割
合に対して風量変化が少なく、かつ、高静圧特性
を有するものである。 As a solution to this problem, a ventilation system has been conventionally used that performs ventilation using a blower whose air volume changes little with respect to changes in outside air pressure. This ventilation system will be explained with reference to FIGS. 1 and 2. In the figure, reference numeral 1 indicates a vehicle body, an air supply blower 2 to which an air supply air duct 3 is connected, and an exhaust air duct 5.
An exhaust blower 4 to which is connected is provided.
As shown in FIG. 2, the relationship between static pressure and air volume of the supply air blower 2 and the exhaust air blower 4 is such that the air volume change is small with respect to the rate of static pressure change, and has high static pressure characteristics. be.
このような構成において、高速走行時に隧道に
突入した場合、隧道内の気圧は速度が200Km／ｈ
のとき最大400mmAq、250Km／ｈのとき最大600mm
Aq程度と急激に変化する。第２図において、前
記圧力変化をPvとし、今、Pvだけ外気圧力が変
化した場合を考えると、給気用送風機２の送風量
はQ2だけ変化し、排気用送風機４の送風量Q3だ
け前記給気用送風機２とは逆に変化する。しか
し、前述のように給気用送風機２および排気用送
風機４は外気圧力変化に対して風量変化が少ない
という特性を有するため、前記送風量の変化Q2
およびQ3を非常に小さく前記限度値以内に押え
ることができる。 In such a configuration, if the vehicle enters a tunnel while driving at high speed, the atmospheric pressure inside the tunnel will decrease at a speed of 200 km/h.
Maximum 400mmAq at 250Km/h, 600mm at 250Km/h
It changes rapidly to about Aq level. In Fig. 2, let the pressure change be Pv, and now consider the case where the outside air pressure changes by Pv, the air flow rate of the supply air blower 2 changes by Q2 , and the air flow rate of the exhaust air blower 4 changes by Q3. However, this change is opposite to that of the air supply blower 2. However, as described above, the supply air blower 2 and the exhaust air blower 4 have a characteristic that the air volume changes little with respect to changes in outside air pressure, so the change in air volume Q 2
and Q 3 can be kept very small and within the above limits.
ところが、前述のような換気装置を備えた車両
を隧道の多い路線において高速で運行させる場合
には特に問題はないが、該車両を寝台車とし列車
運行の関係から途中駅で長時間停車させる場合、
前記高静圧の給気用送風機２および排気用送風機
４の運転時における騒音が大きいため、走行騒音
のない停車時においては該騒音の乗客に与える影
響は大きく、サービス向上の点から問題があつ
た。なお、停車中においては急激な外気圧力の変
化はなく風道内の圧力損失のみを考慮すればよい
ため、送風機としての静圧は100mmAqもあれば充
分である。送風機の騒音レベルSAは該送風機の
風量Ｑ、圧力Ｐによつて変化し次式(1)によつて求
められる。 However, there is no particular problem when a vehicle equipped with the above-mentioned ventilation system is operated at high speed on a route with many tunnels, but when the vehicle is a sleeper and is stopped for a long time at an intermediate station due to train operation. ,
Since the high static pressure supply air blower 2 and exhaust air blower 4 generate a large amount of noise during operation, this noise has a large effect on passengers when the vehicle is stopped without running noise, and this poses a problem in terms of service improvement. Ta. Note that while the vehicle is stopped, there is no sudden change in outside air pressure and only the pressure loss in the air duct needs to be considered, so a static pressure of 100 mmAq is sufficient for the blower. The noise level S A of the blower changes depending on the air volume Q and pressure P of the blower, and is determined by the following equation (1).
SA＝Ｃ＋10log10（Ｑ・P2） ……(1)
Ｃ：定数
また、送風機の運転動力Ｌも風量Ｑ、圧力Ｐに
よつて変化し、次式(2)によつて求められる。 S A =C+10log 10 (Q・P 2 )...(1) C: Constant In addition, the operating power L of the blower also changes depending on the air volume Q and pressure P, and is determined by the following equation (2).
Ｌ＝ｆ（Ｑ×Ｐ） ……(2)
ｆ：定数
前記のように運転動力Ｌも圧力Ｐによつて大き
く変化するため、前述のように低い圧力で充分な
換気が行なえる場合には、無駄なエネルギーが消
費されているという欠点があつた。 L=f(Q×P)...(2) f: constant As mentioned above, the operating power L also changes greatly depending on the pressure P, so if sufficient ventilation can be performed at a low pressure as mentioned above, However, the disadvantage was that energy was wasted.
上記の点に鑑み本発明は、高速で隧道の多い路
線を走行し、寝台車として用いる場合には長時間
停車する車両において、高速走行時には外気圧力
の急激な変化を伝えず、かつ長時間停車時には騒
音を低く押えることができるとともに消費動力も
少ない車両用換気装置を提供することを目的とし
たものである。
In view of the above points, the present invention provides a vehicle that travels at high speed on a route with many tunnels and stops for a long time when used as a sleeping car, so that it does not transmit sudden changes in outside air pressure when traveling at high speed, and stops for a long time. The purpose of the present invention is to provide a ventilation system for a vehicle that can sometimes suppress noise and consume less power.
本発明は、高速で隧道の多い路線を走行し、寝
台車として用いる場合には長時間停車する車両の
換気装置において、該車両の運転状態に応じて送
風量を変え得る送風機と車内圧開放弁により換気
装置を構成したことを特徴とするものである。
The present invention provides a ventilation system for a vehicle that travels on a route with many tunnels at high speeds and stops for a long time when used as a sleeper, including a blower that can change the amount of air blown according to the operating condition of the vehicle, and an in-vehicle pressure release valve. The ventilation system is characterized by comprising:
以下、本発明を第３図ないし第６図に示す一実
施例によつて説明する。第３図は本発明による換
気装置を備えた車両の側面図、第４図は送風機特
性を示すグラフ、第５図は車内圧開放弁の構造を
示す断面図、第６図はこの換気装置の制御用回路
図である。
The present invention will be explained below with reference to an embodiment shown in FIGS. 3 to 6. Fig. 3 is a side view of a vehicle equipped with the ventilation system according to the present invention, Fig. 4 is a graph showing the characteristics of the blower, Fig. 5 is a sectional view showing the structure of the in-vehicle pressure release valve, and Fig. 6 is a side view of the vehicle equipped with the ventilation system according to the present invention. It is a control circuit diagram.
第４図において特性Ａは従来用いられている圧
力変化に対して送風量の変化の少ない送風機と同
様であり、特性Ｂは前記特性Ａよりも静圧および
風量ともに低に特性を示している。すなわち、本
実施例において排気用送風機４は第４図に示す特
性Ａおよび特性Ｂを有するものとしたものであ
る。具体的には、排気用送風機４を極数変換電動
機（例えば２極／４極）１７によつて駆動するも
のとする。なお、Ｃは通風抵抗である。 In FIG. 4, characteristic A is similar to a conventional blower in which the amount of air blown changes little with respect to changes in pressure, and characteristic B shows a characteristic that both static pressure and air amount are lower than characteristic A. That is, in this embodiment, the exhaust blower 4 has characteristics A and B shown in FIG. Specifically, it is assumed that the exhaust blower 4 is driven by a pole change motor (for example, 2 poles/4 poles) 17. Note that C is ventilation resistance.
このような構成において、車両の高速走行時に
は給気用送風機２を特性Ａとなるように運転し、
排気用送風機４も特性Ａとなるように電動機を極
数変換（例えば２極）して運転し、寝台車として
用に長時間停車する場合には給気用送風機２を停
止し、排気用送風機４を特性Ｂとなるように電動
機を極数変換して運転する。但し、排気用送風機
４のみの運転では給気風量が不足して車内圧が低
くなつてしまうため、これに見合うだけの給気風
量を車内圧開放弁６を動作させることにより導入
し、車両を非気密として車内圧を調整することと
する。 In such a configuration, when the vehicle is running at high speed, the air supply blower 2 is operated to have characteristic A,
The exhaust blower 4 is operated by changing the number of poles of the motor (for example, to 2 poles) so that the exhaust blower 4 has characteristic A, and when the car is parked for a long time as a sleeping car, the supply air blower 2 is stopped and the exhaust blower is The motor is operated by changing the number of poles so that 4 has characteristic B. However, if only the exhaust blower 4 is operated, the supply air volume will be insufficient and the vehicle interior pressure will become low. Therefore, by operating the vehicle interior pressure release valve 6, a commensurate supply air volume is introduced by operating the vehicle interior pressure release valve 6. The pressure inside the car will be adjusted as it is not airtight.
この極数変換の制御は、第６図に示すごとく切
換スイツチ１５を２極側にしておいた時、すなわ
ち高速走行時は排気用送風機電動機１７と給気用
送風機電動機１８が共に運転され、４極側とした
場合すなわち停車時は継電器１６が励磁されて給
気用送風機電動機１８は停止し、電磁弁７が励磁
される。その場合、第５図の実線矢印に示すよう
に給気管８から導気管９を通つて圧縮空気が車内
圧開放弁６のシリンダー１４に導入されピストン
１１を押し、ピストン棒１２を介してふさぎ板１
３を動かし、給気風道３内に二点鎖線矢印の経路
で外気が導入される。 This pole number conversion control is performed when the changeover switch 15 is set to the 2-pole side as shown in FIG. When the vehicle is on the pole side, that is, when the vehicle is stopped, the relay 16 is energized, the air supply blower motor 18 is stopped, and the solenoid valve 7 is energized. In that case, as shown by the solid line arrow in FIG. 1
3, outside air is introduced into the air supply duct 3 along the route indicated by the two-dot chain arrow.
以上述べたような構成および動作によれば、排
気用送風機４を２段階に使用すると走行時と停車
時とでは回転数は２：１となり、風量については
回転数に比例するために前記回転数と同様に２：
１となる。また、静圧については回転数の二乗に
比例するので４：１となる。すなわち、一例とし
て走行時の風量をQ1、静圧（外気圧変化）400mm
Aqとすると、停車時における風量は0.5Q1、静圧
は100mmAqとなる。ここで風量は1/2となるが、
寝台車のように定員の少ない車両を対象としてお
り就寝時のCO2吐出量は平常時の1/2であるため、
換気量は充分である。静圧については、前述した
ように給気風道３および排気風道５の通風抵抗の
みを考慮すればよいため、100mmAqあれば充分で
ある。同時に、回転数が1/2となれば電動機の運
転動力は前記回転数の三乗に比例するため、しか
も停車時は給気用送風機２は停止するものである
から、換気装置全体の運転動力は高速走行時に比
べて1/16となる。しかも、騒音についても大幅に
低減が可能である。 According to the configuration and operation described above, when the exhaust blower 4 is used in two stages, the number of revolutions is 2:1 when driving and when stopped, and since the air volume is proportional to the number of revolutions, the number of revolutions is 2:1. Similarly to 2:
It becomes 1. Furthermore, the static pressure is proportional to the square of the rotational speed, so the ratio is 4:1. In other words, as an example, the air volume when driving is Q 1 and the static pressure (external pressure change) is 400 mm.
Aq, the air volume when the vehicle is stopped is 0.5Q 1 and the static pressure is 100mmAq. Here, the air volume is 1/2, but
This system is aimed at vehicles with a small capacity, such as sleeping cars, and the amount of CO2 emitted during sleep is half of normal.
Ventilation is sufficient. As for the static pressure, 100 mmAq is sufficient since it is only necessary to consider the ventilation resistance of the supply air duct 3 and the exhaust air duct 5 as described above. At the same time, if the rotation speed is 1/2, the driving power of the electric motor is proportional to the cube of the rotation speed, and since the supply air blower 2 is stopped when the vehicle is stopped, the driving power of the entire ventilation system is is 1/16 compared to when driving at high speed. Furthermore, noise can also be significantly reduced.
次に、本発明の他の実施例について第７図によ
り説明する。本実施例においては、給気用送風機
２を極数変換電動機により風量２段切換を行なう
もので、車内圧開放弁６を排気用送風機４側に設
け、寝台車として使用する停車時には排気用送風
機４を停止し、車内圧開放弁６を動作させるもの
である。この場合、前述した排気用送風機４を風
量可変型とした場合と基本的には全く同じ運転方
法を用い、同様な効果が得られるものである。 Next, another embodiment of the present invention will be described with reference to FIG. In this embodiment, the air supply blower 2 is switched in two stages by a pole number changing electric motor, and the in-car pressure release valve 6 is provided on the side of the exhaust blower 4, so that when the car is parked and used as a sleeping car, the exhaust blower is switched on. 4 is stopped and the in-vehicle pressure release valve 6 is operated. In this case, basically the same operating method as in the case where the exhaust blower 4 is of the variable air volume type described above is used, and the same effects can be obtained.
以上説明したように本発明によれば、車両の運
行状態に応じて換気装置の風量を変えることがで
きる構成とすることにより、高速走行時には外気
圧力の急激な変化を伝えず、該車両を寝台車とし
て用いた場合などで長時間停車時には換気装置か
ら発生する騒音を低減できるとともに、運転動力
を低減でき省エネルギー化が図れるという効果が
ある。
As explained above, according to the present invention, by having a configuration that can change the air volume of the ventilation system according to the operating condition of the vehicle, sudden changes in outside air pressure are not transmitted during high-speed driving, and the vehicle can be placed in a sleeping position. When used as a car, it is possible to reduce the noise generated from the ventilation system when the vehicle is stopped for a long time, and it also has the effect of reducing driving power and saving energy.
第１図は従来の換気装置を備えた車両の側面
図、第２図は第１図の換気装置に用いられている
送風機の特性を示すグラフ、第３図は本発明の一
実施例を示す換気装置を備えた車両の側面図、第
４図は第３図の換気装置に用いられている送風機
の特性を示すグラフ、第５図は車内圧開放弁の構
造を示す断面図、第６図はこの換気装置の制御用
回路図、第７図は本発明の他の実施例を示す換気
装置を備えた車両の側面図である。
１……車体、２……給気用送風機、３……給気
風道、４……排気用送風機、５……排気風道、６
……車内圧開放弁、７……電磁弁、８……給気
管、９，１０……導気管、１１……ピストン、１
２……ピストン棒、１３……ふさぎ板、１４……
シリンダー、１５……切換スイツチ、１６……継
電器、１７……排気用送風機電動機、１８……給
気用送風機電動機。
Fig. 1 is a side view of a vehicle equipped with a conventional ventilation system, Fig. 2 is a graph showing the characteristics of the blower used in the ventilation system of Fig. 1, and Fig. 3 shows an embodiment of the present invention. A side view of a vehicle equipped with a ventilation system, Figure 4 is a graph showing the characteristics of the blower used in the ventilation system shown in Figure 3, Figure 5 is a sectional view showing the structure of the in-vehicle pressure release valve, and Figure 6. is a control circuit diagram of this ventilation system, and FIG. 7 is a side view of a vehicle equipped with a ventilation system showing another embodiment of the present invention. 1...Vehicle body, 2...Air supply blower, 3...Air supply air duct, 4...Exhaust air blower, 5...Exhaust air duct, 6
... In-vehicle pressure release valve, 7 ... Solenoid valve, 8 ... Air supply pipe, 9, 10 ... Air guide pipe, 11 ... Piston, 1
2... Piston rod, 13... Closing plate, 14...
Cylinder, 15...Switchover switch, 16...Relay, 17...Exhaust blower motor, 18...Air supply blower motor.
Claims (1)
車として用い長時間停車する気密構造の車両に設
けられ、外気圧力の変化に対して風量変化の少な
い給気用送風機および排気用送風機を備え換気を
行なう車両用換気装置において、車内圧開放弁を
備え、前記給排気用送風機の少なくとも一方の風
量を車両の運行状態に応じて可変とし、かつ給排
気用送風機および車内圧開放弁を車両の運行状態
に応じて動作させ得る回路を設けたことを特徴と
する車両用換気装置。1 Installed on airtight vehicles that run at high speed on routes with tunnels and are used as sleeping cars and parked for long periods of time, and are equipped with supply air blowers and exhaust air blowers that have little change in air volume in response to changes in outside air pressure. A ventilation system for a vehicle that performs ventilation is provided with an in-vehicle pressure release valve, the air volume of at least one of the air supply and exhaust fans is variable according to the operating condition of the vehicle, and the air supply and exhaust air blower and the in-vehicle pressure release valve are connected to each other in the vehicle. A ventilation system for a vehicle, characterized in that it is provided with a circuit that can be operated according to operating conditions.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15025583A JPS6042152A (en) | 1983-08-19 | 1983-08-19 | Ventilating device for car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15025583A JPS6042152A (en) | 1983-08-19 | 1983-08-19 | Ventilating device for car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6042152A JPS6042152A (en) | 1985-03-06 |
| JPS6358470B2 true JPS6358470B2 (en) | 1988-11-16 |
Family
ID=15492940
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15025583A Granted JPS6042152A (en) | 1983-08-19 | 1983-08-19 | Ventilating device for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6042152A (en) |
-
1983
- 1983-08-19 JP JP15025583A patent/JPS6042152A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6042152A (en) | 1985-03-06 |
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