Arrangement for ventilating a rail vehicle compartment

Abstract

The invention relates to an arrangement for ventilating a compartment (RA) in a rail vehicle in order to reduce a possibly harmful concentration of a gas in said compartment (RA). The compartment (RA) in the rail vehicle contains a component (VERFL) which releases a gas concentration into the compartment (RA) in the event of a leak. A passenger accommodation area (FR) of the rail vehicle is connected to the outside of the rail vehicle via a ventilation system such that fresh air (FRIL) passes from the outside into the passenger accommodation area (FR), is mixed there with circulating air (UML) present in the passenger accommodation area (FR), and is subsequently distributed as supply air (ZUL) in the passenger accommodation area (FR). The passenger accommodation area (FR) is connected to the compartment (RA) via an air duct (LUFTFL). The air duct is designed in such a way that a portion of the supply air (ZUL) is removed from the passenger accommodation area (FR) as outgoing air (FOL) and is conducted in the unidirectional direction (KLAP) into the compartment (RA) in order to ensure a specified gas concentration there.

Description

[0001] Description

[0002] Arrangement for ventilation of a rail vehicle compartment

[0003] The invention relates to an arrangement for ventilating a room in a rail vehicle in order to reduce a potentially harmful concentration of a gas in this room.

[0004] It is known to specifically ventilate a room in a rail vehicle in order to reduce a gas concentration that is present or is developing there and that could be dangerous for the rail vehicle, the driver, etc., until a permissible limit is reached.

[0005] Many application scenarios are conceivable here, some of which are listed below as examples but not as limitations:

[0006] - for example, it can be a hydrogen concentration in a room of a rail vehicle if the rail vehicle has a hydrogen-based drive,

[0007] - it can also be a gas concentration of battery acid in a room of a rail vehicle if the rail vehicle has a battery-powered drive,

[0008] - or it can be a gas concentration of a refrigerant in a room of a rail vehicle if the rail vehicle has an air conditioning system or refrigeration machine, etc. The refrigerant example is described in more detail using the example of a driver's cab FR of a rail vehicle with the aid of FIG 3.

[0009] The driver's cab FR is cooled by means of a refrigeration machine based on a so-called "cold steam process". The refrigeration machine has a compressor VERDI, an evaporator VERDA, an expansion valve ENTSP, a condenser VERFL and a refrigerant KM, which flows through the components via a pipe system in different aggregate states.

[0010] The evaporator VERDA is coupled to the driver's cab FR in order to extract heat from it - i.e. it is either located in the driver's cab or it is located externally to the driver's cab FR and connected to it via an intermediate circuit ZWK, which is designed, for example, as a heat exchanger.

[0011] The driver's cab FR is connected to the environment of the rail vehicle via a ventilation system, so that fresh air FRIL from the environment reaches the driver's cab FR and is mixed there with recirculated air UML of the driver's cab FR.

[0012] Preferably, the air supply and mixing are supported by a first fan (VENT11) located in the driver's cab (FR). Alternatively, or in support of this, a second fan (VENT12) is provided for the same purpose.

[0013] The mixed air is cooled via the coupling with the evaporator VERDA, i.e., heat is extracted from the mixed air with the help of the intermediate circuit ZWK and / or the evaporator VERDA or added to the coolant KM. Due to the heat absorption, the coolant KM evaporates and travels from the evaporator VERDA to the compressor VERDI.

[0014] In the VERDI compressor, the gaseous refrigerant KM is brought to a higher pressure and temperature. The gaseous refrigerant KM then flows from the VERDI compressor to the VERFL condenser, which is located in a separate chamber RA.

[0015] In the condenser VERFL, the gaseous refrigerant KM is condensed. The heat released is transferred to the ambient air of room RA and is then released into the rail vehicle's environment via an exhaust air duct ABL from room RA.

[0016] For example, the space RA is located in the front area of ​​the rail vehicle.

[0017] The liquefied refrigerant (KM) flows from the condenser (VERFL) to the expansion valve (ENTSP). There, the liquid refrigerant (KM) is "expanded," i.e., the pressure is reduced, thus lowering the temperature level of the refrigerant (KM).

[0018] The liquid refrigerant KM then passes from the expansion valve ENTSP to the evaporator VERDA and the cooling cycle described begins again.

[0019] The mixed air cooled in the driver's cab (FR) is referred to as supply air (ZUL) and distributed throughout the driver's cab (FR). Part of the supply air (ZUL) is released from the driver's cab (FR) via a ventilation system back into the environment as exhaust air (FOL).

[0020] The room RA containing the condenser VERFL is structurally separated from the driver's cab FR and connected to the rail vehicle's environment via a ventilation system. This ventilation system is designed such that intake air ANSL from the environment is directed over the condenser VERFL and returned to the rail vehicle's environment as exhaust air ABL.

[0021] This air flow is preferably supported by a first fan, VENT21, located in room RE. Alternatively, or in support of this, a further fan, VENT22, is provided in room RE for the same purpose.

[0022] Due to operational specifications and requirements, individual components of the refrigeration machine may be located at different locations or rooms of the rail vehicle, which may not coincide with either the driver's cab FR or the room RA.

[0023] It is known that the so-called "HFO-1234yf" is used as a refrigerant in refrigeration machines. In its gaseous state, this refrigerant is a flammable, colorless gas with a faint odor and has the disadvantage that it can escape unnoticed. In addition, it forms a persistent, environmentally harmful acid in the (air) atmosphere of a room, namely trifluoroacetic acid.

[0024] Propane is also known to be used as a refrigerant. Propane burns cleanly and does not produce persistent acid upon release, but forms a highly explosive mixture with air.

[0025] For a room in a rail vehicle where a critical gas concentration may occur, a safety assessment or risk assessment is required. For a positive risk assessment, it must be ensured that, in the event of minor leaks in refrigeration components, the average gas concentration in the room is only low or falls below a specified gas concentration level.

[0026] In the described arrangement according to FIG 3, this is achieved by continuously passing large quantities of intake air ANSL through the space RA, regardless of whether the refrigeration machine is in operation or not.

[0027] The disadvantage of this solution is that components involved in this air flow (e.g. filters, fans, duct components, housing parts, etc.) are subject to continuous operation, which leads to increased wear and tear, contamination and an increased need for maintenance.

[0028] The same applies to any compartment of a rail vehicle in which dangerous gas concentrations could occur - for example due to the drive system, as described above.

[0029] It is therefore the object of the present invention to provide an improved arrangement for ventilating a space in a rail vehicle in order to reduce a potentially harmful or dangerous gas concentration in this space with little effort.

[0030] This object is achieved by the features of patent claim 1. Advantageous further developments are specified in the dependent claims.

[0031] The invention relates to an arrangement for ventilating a room in a rail vehicle, wherein the rail vehicle additionally has a passenger compartment. A driver's cab of the rail vehicle is particularly suitable as the passenger compartment.

[0032] The room to be ventilated contains a component which, in the event of a leak, releases a gas concentration into this room.

[0033] The passenger compartment is connected to the outside environment of the rail vehicle via a ventilation system, so that fresh air from the outside environment enters the passenger compartment, where it is mixed with the recirculated air present in the passenger compartment and is subsequently distributed as supply air in the passenger compartment.

[0034] The personnel rest area is connected to the room via an air duct. The air duct is designed such that a portion of the supply air from the personnel rest area is taken as exhaust air and directed unidirectionally into the room to reduce the gas concentration there or to ensure a predetermined (possibly minimum) gas concentration in this room.

[0035] "Unidirectional" here means that the exhaust air is or will be guided in only one direction, namely from the person's room into the room.

[0036] This is preferably achieved with the help of a non-return valve, which is, for example, an integrated component of the air duct.

[0037] An example is the component arranged in the room

[0038] - component of a hydrogen-based rail vehicle drive which releases hydrogen in the event of a leak, or - a battery of a battery-based rail vehicle drive which releases battery acid vapors in the event of a leak, or component of a refrigeration machine which releases a gaseous refrigerant in the event of a leak.

[0039] In a preferred further development, the refrigeration machine carries out cooling with the aid of a cold steam process.

[0040] In a preferred development, the refrigeration machine has a compressor, an evaporator, an expansion valve, a condenser and the refrigerant as components connected to one another in a ring, wherein the refrigerant flows through the components via a line system in different aggregate states.

[0041] In a preferred embodiment, the condenser of the refrigeration machine forms the component arranged in the room.

[0042] In a preferred development, further components of the refrigeration machine (the compressor and / or the expansion valve) are also arranged in the room.

[0043] In a preferred embodiment, the evaporator is also arranged in the room.

[0044] In a preferred development, the evaporator is coupled to the passenger compartment - i.e. the evaporator is at least partially arranged in the passenger compartment or the evaporator is arranged externally to the passenger compartment, but is connected to the passenger compartment via an intermediate circuit.

[0045] In any case, heat is extracted from the fresh air mixed with

[0046] Recirculating air is taken from the room where people are staying and fed into the refrigerant in the refrigeration machine, which evaporates due to the heat supply.

[0047] In a preferred development, the ring-shaped interconnected components of the refrigeration machine are designed as follows:

[0048] - that the coolant evaporated by the heat absorption passes in gaseous form from the evaporator to the compressor,

[0049] - that in the compressor the gaseous refrigerant is provided with an increased pressure level and temperature level and passes from the compressor to the condenser,

[0050] - that the gaseous refrigerant condenses in the condenser to release heat to the ambient air of the condenser,

[0051] - that the liquefied refrigerant passes from the condenser to the expansion valve to reduce pressure and to lower a temperature level of the refrigerant, and

[0052] - that the liquid refrigerant flows from the expansion valve to the evaporator to restart the cooling cycle.

[0053] In a preferred further development, the room is structurally and / or spatially separated from the person lounge area.

[0054] In a preferred embodiment, the space is arranged in the front area of ​​the rail vehicle.

[0055] In a preferred embodiment, the room is connected to the environment of the rail vehicle via a ventilation system, so that the room is ventilated. In a preferred embodiment, the ventilation system of the

[0056] space is designed in such a way that an environmental

[0057] Intake air is passed over the component of the room.

[0058] In a preferred further development, the exhaust air enters the environment of the rail vehicle either alone or together with the intake air as exhaust air.

[0059] In a preferred further development, the supply of exhaust air into the room is designed as a continuous supply, so that when the ventilation system of the room is inactive, the reduction of the gas concentration in the room or the securing of the predetermined gas concentration in this room is ensured via the exhaust air.

[0060] In a preferred development, the ventilation system of the room is designed in such a way that the intake air originating from the environment is guided via the condenser for heat transfer, so that heat from the coolant is transferred to the intake air via the condenser.

[0061] The present invention achieves minimal ventilation of a room in a rail vehicle using simple means and with minimal effort. This minimal ventilation is sufficient to reduce any critical gas concentration that may be present or developing in this room to a negligible level.

[0062] The present invention supports the use of a flammable refrigerant in a refrigeration machine of a rail vehicle: a space deemed critical is ventilated using simple means, regardless of whether a ventilation system intended for this space is in operation or not. The present invention reduces or eliminates the previously necessary continuous operation of components (e.g., filters, fans, piping components, housing parts, etc.) of the space's ventilation system.

[0063] The present invention ensures that in the case of smaller leaks a significant safety margin of the gas concentration to a lower explosion limit is set and maintained.

[0064] The present invention eliminates the need for an explicit risk assessment for a room. Accordingly, cost savings are achieved.

[0065] By means of the present invention, in particular by means of the non-return valve and by means of the arrangement of the component considered to be critical, a decoupling of the passenger compartment or the driver's compartment from the space with regard to the gas concentration is achieved.

[0066] This provides additional protection for the passenger compartment or driver's cab from the consequences of a leak in the compartment's components.

[0067] In the present invention, the special division of the components of the refrigeration machine prevents the flammable refrigerant from entering the passenger compartment in the event of leaks.

[0068] The present invention realizes and simplifies the sustainable use of an environmentally friendly, yet flammable, refrigerant. The invention is explained in more detail below using a drawing as an example. It shows:

[0069] FIG 1 shows an overview of the arrangement according to the invention using a rail vehicle which has a refrigeration machine,

[0070] FIG 2 with reference to FIG 1 some details of the arrangement according to the invention, and

[0071] FIG 3 shows the state of the art described in the introduction.

[0072] FIG 1 shows an overview of the arrangement according to the invention using a rail vehicle which has a refrigeration machine.

[0073] A driver's cab FR is cooled as a passenger lounge with the help of the refrigeration machine based on a so-called "cold vapor process". The refrigeration machine has a compressor VERDI, an evaporator VERDA, an expansion valve ENTSP, a condenser VERFL and a refrigerant KM, which flows through the components via a pipe system in different aggregate states.

[0074] The evaporator VERDA is coupled to the driver's cab FR in order to extract heat from it - i.e. it is either located in the driver's cab or it is located externally to the driver's cab FR and connected to it via an intermediate circuit ZWK, which is designed, for example, as a heat exchanger.

[0075] The driver's cab FR is connected to the rail vehicle's environment via a ventilation system, allowing fresh air FRIL from the environment to enter the driver's cab FR, where it is mixed with recirculated air UML from the driver's cab FR. The air supply and mixing are preferably supported by a first fan VENT11 located in the driver's cab FR. Alternatively, or in support of this, a second fan VENT12 is provided for the same purpose.

[0076] The mixed air is cooled via the coupling with the evaporator VERDA, i.e., heat is extracted from the mixed air with the aid of the intermediate circuit ZWK and / or the evaporator VERDA or added to the coolant KM. Due to the heat absorption, the coolant KM evaporates and travels from the evaporator VERDA to the compressor VERDI.

[0077] In the VERDI compressor, the gaseous refrigerant KM is brought to a higher pressure and temperature. The gaseous refrigerant KM then flows from the VERDI compressor to the VERFL condenser, which is located in a separate chamber RA.

[0078] In the condenser VERFL, the gaseous refrigerant KM is condensed. The heat released is transferred to the ambient air of room RA and is then released into the rail vehicle's environment via an exhaust air duct ABL from room RA.

[0079] For example, the space RA is located in the front area of ​​the rail vehicle.

[0080] The liquefied refrigerant (KM) flows from the condenser (VERFL) to the expansion valve (ENTSP). There, the liquid refrigerant (KM) is "expanded," i.e., the pressure is reduced, thus lowering the temperature level of the refrigerant (KM).

[0081] The liquid refrigerant KM then flows from the expansion valve ENTSP to the evaporator VERDA, and the cooling cycle described above begins again. The compartment RA with the condenser VERFL is structurally separated from the driver's cab FR and connected to the outside of the rail vehicle via a ventilation system. This ventilation system is designed such that intake air ANSL from the outside is guided via the condenser VERFL and returned to the outside of the rail vehicle as exhaust air ABL.

[0082] This air flow is preferably supported by a first fan, VENT21, located in room RE. Alternatively, or in support of this, a further fan, VENT22, is provided in room RE for the same purpose.

[0083] Due to operational specifications and requirements, individual components of the refrigeration machine may be located at different locations or rooms of the rail vehicle, which may not coincide with either the driver's cab FR or the room RA.

[0084] The mixed air cooled in the driver's cab FR is referred to as supply air ZUL and is distributed within the driver's cab FR. Part of the supply air ZUL is directed as exhaust air FOL from the driver's cab FR via an air duct LUFTFL into the room RA.

[0085] The air guide line LUFTFL connects the driver's cab FR with the room RA.

[0086] This air duct LUFTFL is designed such that a portion of the supply air ZUL is taken from the driver's cab FR as exhaust air FOL and guided unidirectionally into the room RA in order to reduce any gas concentration present there. FIG. 2 shows some details of the arrangement according to the invention shown in FIG. 1.

[0087] In the example shown here, the evaporator VERDA is part of the driver's compartment FR, while the components VERDI, VERFL and ENTSP of the refrigeration machine are located within the compartment RA.

[0088] Preferably, the fresh air FRIL is mixed with the recirculated air UML within an air treatment facility LUFTB, which has a duct-shaped system for air guidance.

[0089] The fresh air FRIL is sucked in via a first duct KANI of the air treatment device LUFTB, while the recirculated air UML is sucked in via a second duct KAN2 of the air treatment device LUFTB.

[0090] The fresh air FRIL and the recirculated air UML are mixed together via a connection between the two ducts KANI and KAN2 and reach the evaporator VERDA via a third duct KAN3 of the air treatment device LUFTB and the fan VENT11 located there.

[0091] The evaporator VERDA is arranged in the third duct KAN3 after the fan VENT11.

[0092] The VERDA evaporator extracts heat from the supplied mixed air or cools it down.

[0093] The cooled air then returns to the driver's cab FR as supply air ZUL via the third duct KAN3. Here, the supply air ZUL is reheated and then recirculated to the air treatment unit LUFTB as recirculated air UML. Heat is extracted from the coolant KM via the condenser VERFL and, with the aid of the outlet duct ABL, is released from the room RA into the rail vehicle's environment.

[0094] The room RA is preferably arranged adjacent to the driver's cab, with only and exclusively the following connections being provided between the driver's cab FR and the room RA:

[0095] - a first line LEIT1 connecting the evaporator VERDA to the compressor VERDI for the circulation of the refrigerant KM,

[0096] - a second line LEIT1 , connecting the evaporator VERDA to the expansion valve ENTSP for the circulation of the refrigerant KM , and

[0097] - the air duct LUFTFL, through which the exhaust air FOL flows from the driver's cab FR into the room RA.

[0098] The exhaust air FOL is taken from the driver's cab FR preferably with the help of a fan VENT13, which is arranged in the driver's cab FR.

[0099] In room RA, the exhaust air FOL, possibly together with the intake air ANSL, forms the room air of room RA, which is thus flushed through.

[0100] The flushing effected by the exhaust air FOL is carried out continuously and independently of whether intake air ANSL reaches the room RA, whether it only reaches the room RA in a reduced amount or whether it does not reach the room RA at all.

[0101] Preferably, a non-return valve KLAR is integrated within the air duct LUFTFL. This prevents air contaminated with coolant KM from entering the driver's cab FR from the compartment RA under predetermined or unfavorable pressure conditions.

[0102] The described spatial separation of the components of the refrigeration machine ensures that any leaks that may occur in the refrigeration machine are limited to the room RA.

[0103] By supplying the exhaust air FOL into the room RA, it is achieved that any air-refrigerant concentration that may be present or arising in this room RA is reduced.

[0104] This reduction ensures that for small leaks, a significant safety margin is maintained at the lower explosion limit (LEL). For small leak rates, an explicit risk assessment is then unnecessary.

Claims

Patent claims 1. Arrangement for the ventilation of a rail vehicle, - with a room (RA) and with a passenger accommodation (FR), both located in a rail vehicle, - in which the room contains a component (VERFL) which releases a gas concentration into the room (RA) in the event of a leak, - in which the passenger compartment (FR) is connected to the environment of the rail vehicle via a ventilation system, so that fresh air (FRIL) from the environment reaches the passenger compartment (FR), is mixed there with recirculated air (UML) present in the passenger compartment (FR) and is subsequently distributed as supply air (ZUL) in the passenger compartment (FR), characterized in that - that the passenger accommodation room (FR) is connected to the room (RA) via an air line (LUFTFL), - that the air duct is designed in such a way that part of the supply air (ZUL) is taken from the passenger accommodation room (FR) as exhaust air (FOL) and is led in a unidirectional direction (KLAP) into the room (RA) in order to ensure a predetermined gas concentration there.

2. Arrangement according to claim 1, characterized in that the component arranged in the space (RA) is part of a hydrogen-based drive of the rail vehicle, which releases hydrogen in the event of a leak.

3. Arrangement according to claim 1, characterized in that the component arranged in the space (RA) is a battery of a of the rail vehicle's battery-based drive, which releases battery acid vapors in the event of a leak.

4. Arrangement according to claim 1, characterized in that the component arranged in the space (RA) is part of a refrigeration machine which carries out cooling by means of a cold steam process and which releases a gaseous refrigerant in the event of a leak.

5. Arrangement according to claim 4, characterized in that the refrigeration machine has a compressor (VERDI), an evaporator (VERDA), an expansion valve (ENTSP), a condenser (VERFL) and the refrigerant (KM) as components connected to one another in a ring, the refrigerant (KM) flowing through the components via a line system in different aggregate states.

6. Arrangement according to claim 5, characterized in that the component of the refrigeration machine arranged in the space (RA) is the condenser (VERFL).

7. Arrangement according to claim 5 or 6, characterized in that the compressor (VERDI) and / or the expansion valve (ENTSP) are arranged in the space (RA) as further components of the refrigeration machine.

8. Arrangement according to claim 5, characterized in that the evaporator (VERDA) is arranged in the space (RA).

9. Arrangement according to claim 5, characterized in that the evaporator (VERDA) is coupled to the passenger compartment (FR).

10. Arrangement according to claim 9, characterized in that - that the evaporator (VERDA) is at least partially located in the passenger compartment (FR) or - that the evaporator is arranged externally to the passenger compartment (FR) and is connected to the passenger compartment (FR) via an intermediate circuit (ZWK), - so that heat is extracted from the recirculating air (UML) mixed with fresh air (FRIL) and thus from the passenger compartment (FR) and supplied to the refrigerant (KM) of the refrigeration machine, which evaporates due to the heat supply. Arrangement according to claim 5, characterized in that the annularly interconnected components of the refrigeration machine are designed such that - that the coolant (KM) evaporated by the heat absorption passes in gaseous form from the evaporator (VERDA) to the compressor (VERDI), - that in the compressor (VERDI) the gaseous refrigerant (KM) is provided with an increased pressure level and temperature level and passes from the compressor (VERDI) to the condenser (VERFL), - that in the condenser (VERFL ) the gaseous refrigerant (KM) condenses in order to release heat to the ambient air of the condenser (VERFL ), - that the liquefied refrigerant (KM) passes from the condenser (VERFL ) to the expansion valve (ENTSP ) in order to reduce pressure and to lower the temperature level of the refrigerant (KM), - that the liquid refrigerant (KM) passes from the expansion valve (ENTSP) to the evaporator (VERDA) to restart the cooling cycle. Arrangement according to claim 1, characterized in that the room (RA) is structurally and / or spatially separated from the passenger lounge (FR). Arrangement according to claim 1, characterized in that the room (RA) is connected to the environment of the rail vehicle via a ventilation system, so that ventilation of the room (RA) takes place. Arrangement according to claim 13, characterized in that the ventilation system of the room (RA) is designed such that - that an intake air (ANSL) originating from the environment is passed over the room component (RA), and / or - that the exhaust air (FOL) is returned to the environment of the rail vehicle either alone or together with the intake air (ANSL) as exhaust air (ABL). Arrangement according to claims 13 and 14, characterized in that the supply of exhaust air (FOL) to the room (RA) is designed as a continuous supply, so that when the ventilation system of the room (RA) is inactive, maintenance of the predetermined gas concentration in the room (RA) is ensured via the exhaust air (FOL). Arrangement according to claims 13 to 15, characterized in that the ventilation system of the room (RA) is designed such that the intake air (ANSL) originating from the environment is guided via the condenser (VERFL) for heat transfer, so that heat from the coolant (KM) is transferred to the intake air (ANSL) via the condenser (VERFL).

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