Ventilation system for rail vehicles and rail vehicles

Abstract

To provide a ventilation system for railway vehicles that can maintain a better level of air purity inside the vehicle. [Solution] In a ventilation system for rail vehicles, the control unit controls the ventilation resistance adjustment unit to give the ventilation passage a first ventilation resistance when a predetermined valve closing index is below a threshold, controls the ventilation resistance adjustment unit to give the ventilation passage a second ventilation resistance when the valve closing index becomes equal to or greater than the threshold, and thereafter controls the ventilation passage to give the ventilation passage a third ventilation resistance by causing the ventilation resistance adjustment unit to perform a pressure difference reduction operation when it is determined that the valve opening index is within the first range.

Description

Technical Field

[0001] The present invention relates to a ventilation device for a rail vehicle and a rail vehicle.

Background Art

[0002] When a railway vehicle running at high speed passes through a tunnel, a rapid pressure change occurs outside the vehicle. Due to this rapid change in the external pressure, the balance between the intake air volume and the exhaust air volume for ventilating the air inside and outside the vehicle is disrupted, so the pressure inside the vehicle changes rapidly and passengers may feel discomfort in their hearing.

[0003] Therefore, in order to prevent a rapid change in the pressure inside the vehicle, a ventilation control is conventionally known in which a shut-off valve is provided in the intake air passage and the exhaust air passage, and when the vehicle passes through a tunnel, this shut-off valve is closed to temporarily stop ventilation. However, according to this ventilation control, the longer the tunnel through which the vehicle passes, the longer the time for stopping ventilation, so there is a problem that the carbon dioxide concentration inside the vehicle increases due to this, and a clean environment is impaired.

[0004] On the other hand, Patent Document 1 describes a ventilation device for a rail vehicle that can suppress a rapid pressure fluctuation inside the vehicle and ensure a clean interior environment to maintain comfort. According to the ventilation device for a rail vehicle disclosed in this Patent Document 1, by controlling a flow rate adjustment unit using external pressure information and internal pressure information, the ventilation flow rate is adjusted, so that the pressure fluctuation inside the vehicle can be suppressed and a clean interior environment can be ensured.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] In the ventilation system for rail vehicles described in Patent Document 1, the flow rate adjustment unit is controlled to reduce the ventilation flow rate in order to suppress fluctuations in the vehicle's internal pressure. Then, when it is determined that the difference between the external pressure information and the internal pressure information is within an acceptable range, the flow rate adjustment unit is controlled to increase the ventilation flow rate. However, if the time it takes for the difference between the external pressure and the internal pressure to fall within an acceptable range after the ventilation flow rate has been reduced becomes long, the cleanliness of the internal air will deteriorate.

[0007] The present invention has been made in view of the above problems, and aims to provide a ventilation system for rail vehicles and a rail vehicle that can maintain a better level of air purity inside the vehicle. [Means for solving the problem]

[0008] To solve the above problems, a typical ventilation device for rail vehicles of the present invention is: A ventilation passage connecting the interior and exterior of a rail vehicle, A ventilation unit that forcibly moves air through the aforementioned air passage, The ventilation passage is equipped with a valve for opening and closing the ventilation passage, and the ventilation resistance adjustment unit is capable of adjusting the ventilation resistance of the ventilation passage to a first ventilation resistance, a second ventilation resistance greater than the first ventilation resistance, and a third ventilation resistance greater than the first ventilation resistance and less than the second ventilation resistance by performing the opening and closing operation of the valve. An external pressure information acquisition unit that acquires external pressure information, A vehicle interior pressure information acquisition unit acquires vehicle interior pressure information, The system includes a control unit that calculates a valve opening index based on the external pressure information and the internal pressure information and controls the ventilation resistance adjustment unit, A ventilation system for rail vehicles, The control unit, When a predetermined valve closing index is below a threshold, the ventilation resistance adjustment unit is controlled to give the ventilation passage the first ventilation resistance. This is achieved by controlling the ventilation resistance adjustment unit to give the ventilation passage a second ventilation resistance when the valve closing index exceeds a threshold, and then, when it is determined that the valve opening index is within the first range, causing the ventilation resistance adjustment unit to perform a pressure difference reduction operation, thereby controlling the ventilation passage to give it a third ventilation resistance. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a ventilation system for railway vehicles and a rail vehicle that can maintain a better level of air purity inside the vehicle. Other issues, configurations, and effects not mentioned above will be clarified by the following description of the embodiments. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a cross-sectional view of a railway vehicle according to the first embodiment. [Figure 2] Figure 2 is a cross-sectional view of the intake valve and exhaust valve according to the first embodiment. [Figure 3] Figure 3 is a control flow diagram of the ventilation operation for railway vehicles, common to the first to third embodiments. [Figure 4] Figure 4 shows a timing chart and graph illustrating the control timing of the intake and exhaust valves, as well as the changes in in-vehicle and out-of-vehicle pressure and in-vehicle carbon dioxide concentration, when a railway vehicle to which the first to third embodiments are applied passes through a tunnel. [Figure 5] Figure 5 is a cross-sectional view of the intake valve and exhaust valve according to the second embodiment. [Figure 6] Figure 6 is a cross-sectional view of the air intake valve and exhaust valve according to the third embodiment. [Figure 7] Figure 7 is a cross-sectional view of the ventilation device according to the fourth embodiment. [Figure 8] Figure 8 is a view of the area near the adjustment hole of the ventilation device according to the fourth embodiment, along the direction of arrow A in Figure 7. [Modes for carrying out the invention]

[0011] A rail vehicle is a vehicle that runs along a laid track, including railway vehicles, monorail vehicles, tramcars, new transport vehicles, linear motor cars, etc. As a representative example of a rail vehicle, a railway vehicle will be taken up to explain the embodiments of the present invention.

[0012] In addition, in this specification, "outdoor pressure information" includes not only the detection value of an outdoor pressure sensor but also an estimated value or a calculated value of the outdoor pressure. Therefore, the "outdoor pressure information acquisition unit" includes not only the outdoor pressure sensor 51 but also all devices that can acquire information for estimating or calculating the outdoor pressure.

[0013] Furthermore, "indoor pressure information" includes not only the detection value of an indoor pressure sensor but also an estimated value or a calculated value of the indoor pressure. Therefore, the "indoor pressure information acquisition unit" includes not only the indoor pressure sensor 52 but also all devices that can acquire information for estimating or calculating the indoor pressure.

[0014] [First Embodiment] FIG. 1 is a schematic cross-sectional view of a railway vehicle equipped with a ventilation device according to the first embodiment. The railway vehicle 10 has an air supply fan 22 for supplying air outside the vehicle into the vehicle, an air supply valve 21 capable of adjusting the air supply flow rate, an exhaust fan 24 for exhausting the air inside the vehicle to the outside, and an exhaust valve 23 capable of adjusting the exhaust flow rate. The air supply fan 22 and the exhaust fan 24 constitute a ventilation part for forcibly moving the air in the ventilation path, and the air supply valve 21 and the exhaust valve 23 constitute a flow rate adjustment part.

[0015] In FIG. 1, a configuration in which the air conditioner 20 is mounted under the floor of the railway vehicle 10 is shown, but any of a configuration in which the air conditioner 20 is mounted on the roof of the railway vehicle 10 and a configuration in which the air conditioner 20 is mounted inside the railway vehicle 10 may be adopted.

[0016] Note that FIG. 1 shows a configuration including both the air supply fan 22 and the exhaust fan 24, but a configuration including only the air supply fan 22 or only the exhaust fan 24 may also be adopted.

[0017] Furthermore, Figure 1 shows a configuration in which the supply air fan 22 and supply air valve 21 are integrated with the air conditioning unit 20, and the exhaust unit having the exhaust fan 24 and exhaust valve 23 is separate. However, any of the following configurations may be adopted: a configuration in which the supply air fan 22 and supply air valve 21 and the exhaust fan 24 and exhaust valve 23 are integrated with the air conditioning unit; a configuration in which both the supply air unit having the supply air fan 22 and supply air valve 21 and the exhaust unit are separate from the air conditioning unit 20; a configuration in which the ventilation system having the supply air unit and exhaust unit is separate from the air conditioning unit 20; or a configuration in which the exhaust fan 24 and exhaust valve 23 are integrated with the air conditioning unit, and the supply air fan 22 and supply air valve 21 are separate. However, if the supply air unit is separate from the air conditioning unit 20, the supply air unit and the air conditioning unit 20 should be connected via a duct (not shown).

[0018] Air taken in from outside the vehicle via the air intake duct by the air intake fan 22 is taken into the air conditioning unit 20. During cooling operation, it is cooled by the heat exchanger 27 inside the air conditioning unit 20, and during heating operation, it is heated by the heat exchanger 27 or heater 28 inside the air conditioning unit 20 before being blown into the vehicle via the conditioned air duct 25. After being blown into the vehicle, the air, whose carbon dioxide concentration has increased due to the respiration of passengers, is discharged outside the vehicle via the exhaust duct 26, which forms part of the exhaust duct, by the exhaust fan 24.

[0019] The railway vehicle 10 is equipped with an external pressure sensor 51 for detecting external pressure and an internal pressure sensor 52 for detecting internal pressure. The external pressure sensor 51, which constitutes the external pressure information acquisition unit, and the internal pressure sensor 52, which constitutes the internal pressure information acquisition unit, are preferably installed inside and outside the leading and trailing cars of the railway vehicle 10 formation, respectively, but they may also be installed in any car of the formation.

[0020] The values ​​detected by the external pressure sensor 51 and the internal pressure sensor 52 are input to a control unit (control section) 50 located inside the railway vehicle. The control unit 50 receives the values ​​detected by the external pressure sensor 51 and the internal pressure sensor 52, calculates a valve opening index based on these values, and sends signals to the air intake fan 22, air intake valve 21, exhaust fan 24, and exhaust valve 23 to operate them. The operation of the control unit 50 is described in detail below.

[0021] Figure 2 is a cross-sectional view of the air intake valve and exhaust valve used in the first embodiment. To implement a flow rate adjustment function that adjusts the airflow resistance of the intake and exhaust air passages (collectively referred to as ventilation passages) connecting the outside and inside of a railway vehicle, connection parts 79 are arranged along the flow path at both ends of the valve operating part 78 that opens and closes the intake valve 21 (or exhaust valve 23), and the air that passes through the connection parts 79 and the valve operating part 78 is directed towards the inside or outside of the vehicle. The valve operating part 78 constitutes the airflow resistance adjustment part, and the connection parts 79 constitute the ventilation passage.

[0022] The valve operating unit 78 includes a valve 72, one end of which is rotatably held, and a drive unit (not shown) that drives the valve 72 based on instructions from the control device 50. When the valve 72 is open to its maximum opening, the intake air passage and the exhaust air passage (connection part 79) have a first airflow resistance.

[0023] An annular packing 76 is provided on the contact edge 74 of the valve 72 side end of the connection part 79. When the valve 72 is closed (at minimum opening), the valve 72 contacts and presses against the packing 76, blocking the airflow and thereby providing a second airflow resistance to the supply air passage and the exhaust air passage (connection part 79).

[0024] Furthermore, the valve 72 may be of a type in which the plates constituting the valve are supported so as to be rotatable around a pivot point (referred to as a pivot type), or of a type in which the plates constituting the valve are driven by a pneumatic cylinder or an electric cylinder to open and close the opening by moving them in parallel in a direction along the flow direction (a direction toward and away from the packing 76) (referred to as a front-to-back sliding type), or of a type in which the opening is opened and closed by shifting them in a direction perpendicular to the flow direction (referred to as a left-to-right sliding type).

[0025] By providing a packing 76 continuously along the entire circumference of the abutment edge 74 of the opening, airflow can be blocked with high airtightness. On the other hand, by providing multiple packings 76 discretely (intermittently) in the circumferential direction along the abutment edge 74, it is also possible to intentionally allow leak air to flow between adjacent packings 76.

[0026] Although not shown, leak air 70 can still flow even if the edge of the valve 72 that contacts the contact edge 74 has discontinuous irregularities in the thickness direction. Alternatively, a packing 76 may be provided continuously in the circumferential direction, and the valve 72 may also be provided with a small opening (not shown) through which leak air 70 flows when the valve 72 is closed. Leak air is air supplied from outside the vehicle to inside the vehicle for ventilation and air exhausted from inside the vehicle to outside the vehicle.

[0027] Regardless of the mechanism of movement of valve 72 or whether or not there is leaking air when valve 72 is closed, the second ventilation resistance will be greater than the first ventilation resistance.

[0028] Furthermore, although railway vehicles 10 are constructed to be highly airtight, they generally have tiny leakage gaps. Through these leakage gaps, leaking air can occur due to the pressure difference between the inside and outside of the vehicle.

[0029] When leak air occurs, its flow rate is relatively small, so it does not cause large fluctuations in internal pressure associated with external pressure fluctuations when a train passes through a tunnel at high speed, and passengers rarely experience any discomfort in their hearing. Even when valve 72 is closed, ventilation continues, albeit at a small flow rate, due to the leak air 70, which can suppress the rise in carbon dioxide concentration inside the train to a certain extent and maintain a desirable internal environment.

[0030] Furthermore, by allowing leaked air 70, even if the valve 72 remains closed due to a malfunction of the drive unit or the like, ventilation can be maintained to some extent, thus preventing a rapid deterioration of the in-vehicle environment. However, the rapid pressure fluctuations between the inside and outside of a railway vehicle when passing through a tunnel cannot be improved by leaked air alone, which may cause discomfort to passengers. This embodiment can resolve such problems.

[0031] Figure 3 shows the control flow of the ventilation operation in the first embodiment. First, the control device 50 operates the supply fan 22 and the exhaust fan 24, and opens the supply valve 21 and the exhaust valve 23 to introduce a first airflow resistance to the supply air passage and the exhaust air passage.

[0032] Furthermore, in step S5, the control device 50 calculates a valve closing index. The valve closing index is an index that corresponds to the fluctuation of external pressure per unit time, calculated, for example, based on external pressure information. For example, when the railway vehicle is not receiving reflected waves from the tunnel, the external pressure is approximately constant, so the valve closing index is below a predetermined threshold. However, when the vehicle receives reflected waves from the tunnel, the external pressure fluctuates greatly in a short time, causing the valve closing index to rise above a predetermined threshold. The valve closing index may be the rate of change over time of the value detected by the external pressure sensor 51, the rate of change over time of the internal pressure sensor 52 (which changes depending on the degree of change in external pressure), the difference between the external pressure sensor 51 and the internal pressure sensor 52 (where internal pressure does not immediately change even if external pressure fluctuates), or it may be calculated by estimating the fluctuation of external pressure per unit time based on information about the location where the railway vehicle 10 is traveling (such as tunnel location information). In step S50, the control device 50 determines whether such a valve closing index is above a predetermined threshold. The predetermined threshold can be determined through experiments or simulations, and this threshold is stored in the control device 50.

[0033] If the control device 50 determines that the valve closing index is below a predetermined threshold, it returns the flow to step S5 and monitors the external pressure fluctuations by calculating the next valve closing index while maintaining the first airflow resistance in the intake air passage and exhaust air passage.

[0034] On the other hand, if in step S50 the control device determines that the valve closing index is above a predetermined threshold, the control device 50 can infer that the railway vehicle has entered a tunnel, and in step S55 the intake fan 22 and exhaust fan 24 are stopped, the intake valve 21 and exhaust valve 23 are closed, and the air passage communicating with the outside of the vehicle is shut off or the cross-sectional area of ​​the air passage is reduced. As a result, the intake air passage and exhaust air passage have a second air passage resistance that is greater than the first air passage resistance. However, this includes the case where the second air passage resistance is infinite (zero air passage flow rate).

[0035] Here, "closing the airflow path" means restricting the airflow path to prevent leakage air 70, and "reducing the opening area" means restricting the airflow path to allow leakage air 70. The same definitions apply to the following embodiments.

[0036] As described above, even if the ventilation resistance of the intake and exhaust air passages is considered the second ventilation resistance, air flows in and out between the inside and outside of the vehicle through leaks in the intake or exhaust air passages, or other leaks in the railway vehicle 10. As a result, the internal pressure gradually approaches the external pressure over time. However, because the ventilation resistance of the intake and exhaust air passages is the second ventilation resistance and is large, and because the leaks in the railway vehicle 10 are relatively small, the above inflow and outflow are minimal, thus suppressing rapid fluctuations in internal pressure. Therefore, there is little risk of passengers experiencing discomfort.

[0037] In this document, a control method is shown in which the intake fan 22 and exhaust fan 24 are stopped when the intake valve 21 and exhaust valve 23 are operated. However, a method may also be used in which the intake valve 21 and exhaust valve 23 are operated while the intake fan 22 and exhaust fan 24 are running.

[0038] Furthermore, in step S62, the control device 50 calculates a valve opening index. The valve opening index is an index that shows the internal pressure relative to the external pressure, calculated based on external pressure information and internal pressure information. If it is within a first range, it indicates that the internal-external pressure difference has decreased to a degree that the pressure difference mitigation operation can be performed. If it is within a second range, which is lower than the first range, it indicates that the internal-external pressure difference has decreased to a degree that the pressure difference mitigation operation can be interrupted and the valve 72 can be opened. The valve opening index may be the time rate of change of the internal pressure sensor 52 (which decreases according to the elapsed time from the peak of the external pressure), or it may be the difference between the external pressure sensor 51 and the internal pressure sensor 52. The first range and the second range can be determined by experiment or simulation, and the control device 50 stores these values.

[0039] In step S70, the control device 50 determines whether the valve opening index is within a predetermined first range. If it determines that the valve opening index is outside the predetermined first range (i.e., a high pressure difference between the inside and outside of the vehicle continues), the flow returns to step S62, and the control device 50 calculates the next valve closing index.

[0040] In response to this, if in step S70 the control device 50 determines that the valve opening indicator has fallen within a predetermined first range, in step S75 the control device 50 controls the intake valve 21 and the exhaust valve 23 to perform a pressure difference reduction operation, which will be described in detail below.

[0041] The pressure difference reduction operation in this embodiment is an intermittent operation in which the intake valve 21 and exhaust valve 23 are opened and then closed for a short time. By performing this pressure difference reduction operation, the intake air passage and exhaust air passage are given a third airflow resistance that is greater than the first airflow resistance and less than the second airflow resistance, when viewed on average over time. By performing this operation, the rate of change of the in-vehicle pressure becomes larger compared to the state in which the intake air passage and exhaust air passage are continuously given the second airflow resistance, so the in-vehicle pressure approaches the outside pressure more easily. In conjunction with this, the intake fan 22 and exhaust fan 24, which had been stopped, may be restarted.

[0042] Next, in step S77, the control device 50 calculates the valve opening index in the same manner as in step S62. If it determines that the valve opening index is outside the predetermined second range, the flow returns to step S77, and while performing the pressure difference relief operation, the control device 50 calculates the next valve closing index.

[0043] In response to this, if in step S80 the control device 50 determines that the valve opening indicator has fallen within a predetermined second range, in step S85 the control device 50 terminates the pressure difference reduction operation and restarts the operation of the supply fan 22 and exhaust fan 24, opening the supply valve 21 and exhaust valve 23 to return to the first ventilation resistance.

[0044] According to the above-described ventilation resistance control of the intake and exhaust air passages, a pressure difference reduction operation is performed based on the valve opening index, and after confirming that the conditions under which the in-vehicle pressure does not change rapidly are met based on the valve opening index, the operation of the intake fan 22 and exhaust fan 24 is restarted, and the intake valve 21 and exhaust valve 23 are opened. As a result, rapid changes in in-vehicle pressure can be suppressed, and at the same time, the time spent in the second ventilation resistance state can be shortened due to the effect of the pressure difference reduction operation, thereby suppressing the rise in carbon dioxide concentration in the vehicle and reducing auditory discomfort for passengers caused by changes in air pressure. The flow then returns to step S5.

[0045] Figure 4 is a timing chart and graph showing the correspondence between the opening and closing timing of the intake and exhaust valves and the changes in the internal and external pressure and the internal carbon dioxide concentration when a railway vehicle to which the first embodiment is applied passes through a tunnel.

[0046] In Figure 4, the horizontal axis shows the correspondence between the change in ventilation resistance or the execution of pressure difference reduction operations of the intake valve 21 and exhaust valve 23, the change in external pressure 61 (dotted line) when the railway vehicle travels inside and outside a tunnel, the change in internal pressure 62 (solid line) when the first embodiment is applied, and the change in internal carbon dioxide concentration 63, with the horizontal axis corresponding to time.

[0047] The peak (sudden pressure fluctuation) 64 in external pressure occurs when a railway vehicle enters or passes through a tunnel, as pressure waves generated inside the tunnel reflect back and forth from the tunnel entrance / exit or tunnel walls.

[0048] In the example shown in Figure 4, the train travels through an open section (outside the tunnel) from time T0 to time T1, through a tunnel section from time T1 to time T13, and then back through an open section from T13 onwards. The ventilation control in the example shown in Figure 4 will be explained below in correspondence with the control flow shown in Figure 3.

[0049] At time T1, as the railway vehicle enters the tunnel, the control device 50, according to the calculated value of the valve closing index (step S5 in Figure 3), determines that the valve closing index has exceeded a threshold (determined as Yes in step S50 in Figure 3), and stops the intake fan 22 and exhaust fan 24, and closes the intake valve 21 and exhaust valve 23 (step S55 in Figure 3). This suppresses abrupt changes in the pressure inside the vehicle.

[0050] Furthermore, at time T2, the control device 50, in accordance with the calculated value of the valve opening index (step S62 in Figure 3), if it determines that the valve opening index is within the first range (determined as Yes in step S70 in Figure 3), controls the intake fan 22, exhaust fan 24, intake valve 21, and exhaust valve 23 to perform a pressure difference reduction operation (step S75 in Figure 3). As a result, the in-vehicle pressure approaches the out-of-vehicle pressure at an appropriate rate of change.

[0051] Furthermore, at time T3, the control device 50, in accordance with the calculated value of the valve opening index (step S77 in Figure 3), if it determines that the valve opening index is within the second range (determined as Yes in step S80 in Figure 3), operates the intake fan 22 and exhaust fan 24 and opens the intake valve 21 and exhaust valve 23 (step S85 in Figure 3). As a result, the carbon dioxide concentration inside the vehicle decreases.

[0052] Even while passing through the tunnel, sudden fluctuations in external pressure can occur due to the passage of pressure waves. To address this, the control device 50 continues to monitor the valve closing index (steps S5 and S50 in Figure 3). For example, if a sudden fluctuation in external pressure occurs at times T4, T7, and T10 due to the passage of pressure waves traveling back and forth through the tunnel, the control device 50 can determine that the valve closing index has exceeded a threshold value according to the calculated value of the valve closing index (determined as Yes in step S50 in Figure 3), and performs the same control as at time T1 described above.

[0053] At the following times T5, T8, and T11, the control device 50 performs the same control as described above at time T2, and at times T6, T9, and T12, it performs the same control as described above at time T3. This suppresses rapid changes in the in-vehicle pressure and suppresses the rise in carbon dioxide concentration inside the vehicle.

[0054] Furthermore, at time T13, the external pressure rises sharply as the railway vehicle 10 exits the tunnel. In this case as well, similar to time T1 described above, the control device 50 can determine that the valve closing index has exceeded a threshold value (step S5 in Figure 3) based on the calculated value of the valve closing index, and therefore performs the same control as at time T1 described above.

[0055] Furthermore, at time T14, the same control as described above for time T2 is performed, and at time T15, the same control as described above for time T3 is performed to return to normal ventilation operation.

[0056] According to this embodiment, even if a railway vehicle is subjected to a sudden change in external pressure 61 (peak 64) that occurs while passing through a tunnel, a sudden change in internal pressure 62 is suppressed.

[0057] Furthermore, during the period from T1 to T15 when the train passes through a tunnel and is exposed to rapid changes in external pressure, ventilation is stopped only during the periods (T1-T3), (T4-T6), (T7-T9), (T10-T12), and (T13-T15). Ventilation is resumed during the periods (T3-T4), (T6-T7), (T9-T10), and (T12-13), so a significant increase in the in-car carbon dioxide concentration of 63 can be suppressed, as shown in the graph.

[0058] As described above, when the external pressure change exceeds the allowable range, the intake valve 21 and exhaust valve 23 are closed to set a flow rate based on the first ventilation resistance (e.g., minimum flow rate), thereby suppressing the propagation of rapid external pressure changes into the vehicle. Subsequently, a pressure difference reduction operation is performed at an appropriate timing to ventilate at a flow rate based on the third ventilation resistance, thereby bringing the internal pressure closer to the external pressure at an appropriate rate of change. Furthermore, when the pressure difference between the inside and outside of the vehicle returns to the allowable range, the intake valve 21 and exhaust valve 23 are opened to return to the flow rate based on the second ventilation resistance (e.g., maximum flow rate), thereby suppressing rapid internal pressure changes caused by opening and closing the intake valve 21 and exhaust valve 23 simultaneously.

[0059] Furthermore, according to this embodiment, prolonged ventilation shutdowns can be avoided, thus keeping the air inside the vehicle clean. This makes it possible to provide a comfortable railway vehicle that suppresses sudden pressure fluctuations and air pollution inside the vehicle.

[0060] [Second Embodiment] Figure 5 shows a cross-sectional view of the air intake valve and exhaust valve in a second embodiment of the present invention. In the first embodiment described above, the pressure difference reduction operation is an operation that repeatedly opens the air intake valve 21 and the exhaust valve 23 and closes them for a short time.

[0061] In contrast, in the second embodiment, the pressure difference reduction operation is performed by fixing the valve 72 at an opening between fully open (maximum opening) and fully closed (minimum opening) (the intermediate opening of the valve 72 shown by the solid line in Figure 5), thereby introducing a third airflow resistance to the intake air passage and the exhaust air passage. Here, the third airflow resistance is greater than the first airflow resistance and less than the second airflow resistance. Except for the pressure difference reduction operation, the control device 50 performs the same control as in the first embodiment described above.

[0062] Furthermore, valve 72 may be of the pivotal type, or it may be of the front-to-back sliding type or the left-to-right sliding type. Furthermore, the valve 72 may not only be fixed at the position shown by the solid line in Figure 5, but may also be fixed at multiple angular positions between fully open and fully closed, or the fixing position may be continuously changed between fully open and fully closed.

[0063] As in this embodiment, by performing a pressure difference reduction operation, a third airflow resistance can be introduced to the intake and exhaust airflow passages. Compared to a state with a second airflow resistance, the rate of change in the in-vehicle pressure becomes larger, making it easier for the in-vehicle pressure to approach the external pressure.

[0064] The ventilation control described above can achieve the same effects as in the first embodiment.

[0065] [Third Embodiment] Figure 6 shows a cross-sectional view of the air intake valve and exhaust valve in a third embodiment of the present invention. In the first embodiment described above, the pressure difference reduction operation is an operation that repeatedly opens the air intake valve 21 and the exhaust valve 23 and closes them for a short time.

[0066] In contrast, the third embodiment is configured such that the intake valve and exhaust valve are each equipped with a main valve and an auxiliary valve. More specifically, the intake valve 21 (or exhaust valve 23) is composed of a first air passage 81 and a second air passage 82, each having a connecting portion 79 and a valve operating portion 78. The pressure difference reduction operation is performed by keeping the main valve 72 of the first air passage 81 closed and opening the auxiliary valve 73 of the second air passage 82, thereby providing a third airflow resistance to the entire intake and exhaust air passages.

[0067] Here, the third ventilation resistance is greater than the first ventilation resistance and less than the second ventilation resistance. When the intake valve and exhaust valve are fully open, the main valve 72 and the auxiliary valve 73 open, resulting in the first ventilation resistance, and when they are fully closed, the main valve 72 and the auxiliary valve 73 close, resulting in the second ventilation resistance. Except for the pressure difference reduction operation, the control device 50 performs the same control as in the first embodiment described above.

[0068] Although the configuration shown consists of two ventilation passages, the first ventilation passage 81 and the second ventilation passage 82, the ventilation passage may also consist of three or more passages. In that case, the third ventilation resistance is obtained when one or more valves are closed and the remaining valves are open.

[0069] By performing the pressure difference reduction operation of this embodiment, the rate of change in the in-vehicle pressure becomes larger compared to the state in which the intake air passage and exhaust air passage are second airflow resistances, so the in-vehicle pressure approaches the external pressure more easily.

[0070] The ventilation control described above can achieve the same effects as in the first embodiment.

[0071] [Fourth Embodiment] Figure 7 is a schematic cross-sectional view of the ventilation system according to the fourth embodiment. This embodiment is a ventilation device of the first embodiment shown in Figure 1, with the addition of adjustment holes 30. All other configurations are the same as those of the first embodiment.

[0072] Figure 8 is a view of the area around the adjustment hole 30 of the ventilation device according to the fourth embodiment, along the direction of arrow A in Figure 7. The adjustment hole 30 consists of an opening 32 provided in the housing 38 of the ventilation device, a blocking plate 34 provided to block part or all of the opening 32, and a fastening member 36 for fixing the blocking plate 34 to the housing 38. The blocking plate 34 constitutes the adjustment device.

[0073] The fastening members 36 are, for example, bolts, nuts, and washers. The housing 38 and the sealing plate 34 are each provided with four holes 37 and 39 through which the bolts pass. Either the corresponding hole 37 in the housing 38 or the hole 39 in the sealing plate 34 is an elongated hole. In Figure 8, two of the holes 37 and 39 are circular holes, and two of the other two holes 37 and 39 are elongated holes. The sealing plate 34 can be displaced to any position along the elongated holes 37 and 39 and fixed to the housing 38 with the fastening members 36. By displacing the sealing plate 34 along the elongated holes 37 and 39, the opening area of ​​the opening 32 changes, thereby allowing the opening ratio of the adjustment hole 30 to be adjusted.

[0074] By using the railway vehicle 10 equipped with the ventilation system of this embodiment, the opening area of ​​the adjustment hole 30 can be adjusted after measuring the actual leakage area after the railway vehicle 10 is completed, or after measuring the pressure change inside the vehicle when the railway vehicle 10 is actually running. This makes it possible to achieve a leakage area suitable for shortening the time that the air intake valve 21 and exhaust valve 23 are closed.

[0075] This avoids prolonged periods of ventilation shutdown, thus maintaining clean air inside the train. Consequently, it is possible to provide comfortable train cars that suppress rapid pressure fluctuations and air pollution.

[0076] This specification includes disclosures of the following inventions. (First aspect) A ventilation passage connecting the interior and exterior of a rail vehicle, A ventilation unit that forcibly moves air through the aforementioned air passage, The ventilation passage is equipped with a valve for opening and closing the ventilation passage, and the ventilation resistance adjustment unit is capable of adjusting the ventilation resistance of the ventilation passage to a first ventilation resistance, a second ventilation resistance greater than the first ventilation resistance, and a third ventilation resistance greater than the first ventilation resistance and less than the second ventilation resistance by performing the opening and closing operation of the valve. An external pressure information acquisition unit that acquires external pressure information, A vehicle interior pressure information acquisition unit acquires vehicle interior pressure information, The system includes a control unit that calculates a valve opening index based on the external pressure information and the internal pressure information and controls the ventilation resistance adjustment unit, A ventilation system for rail vehicles, The control unit, When a predetermined valve closing index is below a threshold, the ventilation resistance adjustment unit is controlled to give the ventilation passage the first ventilation resistance. When the valve closing indicator exceeds a threshold, the ventilation resistance adjustment unit is controlled to give the ventilation passage a second ventilation resistance, and then, when it is determined that the valve opening indicator is within the first range, the ventilation resistance adjustment unit is made to perform a pressure difference reduction operation, thereby controlling the ventilation passage to give it a third ventilation resistance. A ventilation device for rail vehicles characterized by the following features.

[0077] (Second aspect) In a ventilation system for a rail vehicle according to the first embodiment, After the control unit determines that the valve opening indicator is within a first range, if it determines that the valve opening indicator is within a second range, it controls the ventilation resistance adjustment unit to give the ventilation passage the first ventilation resistance. A ventilation device for rail vehicles characterized by the following features.

[0078] (Third aspect) In a ventilation system for a rail vehicle according to the first or second embodiment, The control unit, When the ventilation resistance adjustment unit is controlled to give the ventilation passage the first ventilation resistance, the operation of the ventilation unit is executed. When the ventilation resistance adjustment unit is controlled to give the ventilation passage the second ventilation resistance, the operation of the ventilation unit is interrupted. A ventilation device for rail vehicles characterized by the following features.

[0079] (Fourth aspect) In a ventilation system for a rail vehicle according to any of the first to third embodiments, The aforementioned pressure difference relief operation involves repeatedly opening and closing the valve at predetermined intervals. A ventilation device for rail vehicles characterized by the following features.

[0080] (Fifth aspect) In a ventilation system for a rail vehicle according to any of the first to fourth embodiments, The valve has at least one intermediate opening between the maximum opening and the minimum opening. The aforementioned pressure difference reduction operation is to set the valve to an intermediate opening position. A ventilation device for rail vehicles characterized by the following features.

[0081] (Sixth aspect) In a ventilation system for a rail vehicle according to any of the first to fifth embodiments, The system comprises at least two of the aforementioned ventilation passages and the aforementioned valves installed in each of the ventilation passages, The pressure difference relief operation involves opening one or more of the valves and closing the remaining valves. A ventilation device for rail vehicles characterized by the following features.

[0082] (Seventh aspect) In a ventilation system for a rail vehicle according to any of the first to sixth embodiments, A housing is provided to connect the aforementioned ventilation passage to the interior of the vehicle. The housing has an adjustment hole that connects the inside of the housing to the outside of the vehicle, and an adjustment device for adjusting the opening ratio of the adjustment hole. A ventilation device for rail vehicles characterized by the following features.

[0083] (Eighth aspect) A rail vehicle having a ventilation system of any of the first to seventh embodiments, A rail vehicle characterized by the following features. [Explanation of Symbols]

[0084] 10. Railway vehicles 20...Air conditioner 21...Air supply valve 22. Intake fan 23. Exhaust valve 24. Exhaust fan 25.. Harmonized air duct 26. Exhaust duct 27...heat exchanger 28... Heater 30...adjustment hole 32...Aperture 34... Blocking plate 36. Fastening components 38... cabinet 50...Control device 51. External pressure sensor 52. In-car pressure sensor 61... External pressure 62...In-car pressure 63...Carbon dioxide concentration inside the vehicle 64... Peak external pressure 70... leaking air 71. Airflow 72... Valve or main valve 73...Auxiliary valve 74...Abutment edge 76.. Gasket 78. Valve operating section 79...Connection part 81...First ventilation passage 82...Second ventilation channel

Claims

1. A ventilation passage connecting the interior and exterior of a rail vehicle, A ventilation unit that forcibly moves air through the aforementioned air passage, A ventilation resistance adjustment unit is provided, which includes a valve for opening and closing the ventilation passage, and by performing the opening and closing operation of the valve, the ventilation resistance of the ventilation passage can be adjusted to a first ventilation resistance, a second ventilation resistance greater than the first ventilation resistance, and a third ventilation resistance greater than the first ventilation resistance and less than the second ventilation resistance. An external pressure information acquisition unit that acquires external pressure information, A vehicle interior pressure information acquisition unit acquires vehicle interior pressure information, The system includes a control unit that calculates a valve opening index based on the external pressure information and the internal pressure information and controls the ventilation resistance adjustment unit, A ventilation system for rail vehicles, The control unit, When a predetermined valve closing index is below a threshold, the ventilation resistance adjustment unit is controlled to give the ventilation passage the first ventilation resistance. When the valve closing indicator exceeds a threshold, the ventilation resistance adjustment unit is controlled to give the ventilation passage the second ventilation resistance, and thereafter, when it is determined that the valve opening indicator is within the first range, the ventilation resistance adjustment unit is made to perform a pressure difference reduction operation, thereby controlling the ventilation passage to give it the third ventilation resistance. A ventilation device for rail vehicles characterized by the following features.

2. In the ventilation device for a rail vehicle described in claim 1, If the control unit determines that the valve opening indicator is within a first range, and then determines that the valve opening indicator is within a second range lower than the first range, it controls the ventilation resistance adjustment unit to give the ventilation passage the first ventilation resistance. A ventilation device for rail vehicles characterized by the following features.

3. In the ventilation device for a rail vehicle described in claim 2, The control unit, When the ventilation resistance adjustment unit is controlled to give the ventilation passage the first ventilation resistance, the operation of the ventilation unit is executed. When the ventilation resistance adjustment unit is controlled to give the ventilation passage the second ventilation resistance, the operation of the ventilation unit is interrupted. A ventilation device for rail vehicles characterized by the following features.

4. In the ventilation device for a rail vehicle described in claim 1, The aforementioned pressure difference relief operation involves repeatedly opening and closing the valve at predetermined intervals. A ventilation device for rail vehicles characterized by the following features.

5. In the ventilation device for a rail vehicle described in claim 1, The valve has at least one intermediate opening between the maximum opening and the minimum opening. The aforementioned pressure difference reduction operation is to set the valve to an intermediate opening position. A ventilation device for rail vehicles characterized by the following features.

6. In the ventilation device for a rail vehicle described in claim 1, The system comprises at least two of the aforementioned ventilation passages and the aforementioned valves installed in each of the ventilation passages, The pressure difference relief operation involves opening one or more of the valves and closing the remaining valves. A ventilation device for rail vehicles characterized by the following features.

7. In the ventilation device for a rail vehicle described in claim 1, A housing is provided to connect the aforementioned ventilation passage to the interior of the vehicle. The housing has an adjustment hole that connects the inside of the housing to the outside of the vehicle, and an adjustment device for adjusting the opening ratio of the adjustment hole. A ventilation device for rail vehicles characterized by the following features.

8. A rail vehicle having a ventilation device as described in any one of claims 1 to 7, A rail vehicle characterized by the following features.

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