Railway vehicle window structure and railway vehicle having the same

Abstract

To solve the problem that raindrops sometimes fall into a passenger car of a railway vehicle during rainfall when a window is opened for ventilation in the passenger car.SOLUTION: A window structure formed in a side body structure of a railway vehicle to lower and open a window glass includes an airflow opening provided on the upper side of a window frame, and a fan for blowing air from the airflow opening. The window structure of the railway vehicle for forming an air curtain that changes an air blowing amount according to a travel speed of the railway vehicle can exchange air inside the vehicle while inhibiting foreign matters from flowing into the vehicle from the outside of the vehicle by the air curtain.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a window structure for a railway vehicle, and more particularly to a window structure that can form an air curtain in an open window, and a railway vehicle having the same. [Background technology]

[0002] It is known that the risk of viral infections such as influenza increases dramatically when people gather in closed, enclosed spaces. In railway vehicles, situations where people gather in closed, enclosed spaces are common during the morning and evening commutes. Therefore, ventilation inside passenger cars is being considered to prevent railway vehicles from becoming enclosed.

[0003] For example, Patent Document 1 discloses an air conditioning and ventilation system for railway vehicles that has an air intake device that supplies outside air and an exhaust device that exhausts inside air, and that cools the outside air and blows it into the car.In this system, a heat exchanger is provided between the downstream side of the air intake device's discharge port and the upstream side of the exhaust device's air intake port, and heat is exchanged between the outside air and the exhausted inside air. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2004-106709 Summary of the Invention [Problem to be solved by the invention]

[0005] The device described in Patent Document 1 is used in trains where windows are fixed and cannot be opened, such as on Shinkansen trains, and is therefore too expensive for railway vehicles running on conventional lines. Furthermore, the device described in Patent Document 1 increases the weight of the vehicle, which raises the problem of higher operating costs. It is generally considered appropriate to open the windows to ventilate the interior of passenger cars on conventional lines.

[0006] However, opening the vehicle windows for ventilation can cause problems, such as insects being drawn in from outside the vehicle while it is moving, and raindrops falling in on rainy days. Furthermore, when the interior of the vehicle is heated or cooled, warm or cold air can escape through the open windows, reducing the effectiveness of the heating or cooling system. The present invention was conceived in light of these problems, and provides a window structure that allows the air inside the vehicle to be exchanged with the air outside while maintaining a moderate level of airtightness within the vehicle, and a railway vehicle having such a window structure. [Means for solving the problem]

[0007] In order to solve the above problems, the present invention provides a window structure having an air curtain for a railway vehicle. Specifically, the window structure for a railway vehicle according to the present invention comprises: A window structure formed on a side structure of a railway vehicle, in which a window glass is lowered to open, A ventilation opening provided on the upper edge of the window frame; a fan that blows air from the air outlet, Depending on the running speed of the railway vehicle From the fan Change the airflow rate Ta It is characterized by forming an air curtain. [Effects of the Invention]

[0008] The railway vehicle window structure of the present invention forms an air curtain that blows out a volume of air according to the vehicle speed when the upward-opening window is lowered to open the opening at the top of the window, so that a certain level of airtightness can be ensured even when the vehicle speed changes, and the air outside the vehicle can be exchanged appropriately with the air inside the vehicle.

[0009] In addition, by directing the air curtain's airflow outward, it is difficult for outside air to enter the vehicle, thereby improving the airtightness of the interior of the vehicle.

[0010] Furthermore, by installing the window structure of the present invention in the windows near both ends of the vehicle and making the air flow rate of the air curtain on the front side in the direction of travel greater than the air flow rate of the air curtain on the rear side in the direction of travel, it becomes easier to create an air flow from the front side to the rear side in the direction of travel inside the vehicle, thereby promoting ventilation throughout the vehicle. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a perspective view of a portion of a window structure for a railway vehicle according to the present invention. [Figure 2] 1(b) is a cross-sectional view of a window structure according to the present invention (cross-section AA in FIG. 1(b)). [Figure 3] FIG. 10 is a diagram showing the flow of the controller. [Figure 4] FIG. 10 is a diagram showing the relationship between the amount of air blown, the vehicle speed, and the window opening / closing degree. [Figure 5] 10A and 10B are diagrams illustrating other relationships between the airflow rate, the vehicle speed, and the window opening / closing degree. [Figure 6] FIG. 2 is a plan view of the vehicle. [Figure 7] FIG. 10 is a diagram showing a configuration in which the fan takes in air from outside the vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0012] The window structure for a railway vehicle according to the present invention will be described below with reference to the drawings. Note that the following description exemplifies one embodiment and one example of the present invention, and the present invention is not limited to the following description. The following description can be modified within the scope of the present invention.

[0013] FIG. 1 shows a perspective view of a portion of a railway vehicle window structure 1 (hereinafter simply referred to as "window structure 1") according to the present invention. FIG. 1 shows the upper window frame 16, window glass 30, and side body structure 34 of the window structure 1 as seen from inside the vehicle. Note that the decorative panel 36 (see FIG. 2) above the window on the inside of the vehicle is omitted. FIG. 1(a) shows the window in an open state, and FIG. 1(b) shows it in a closed state. The window structure 1 according to the present invention is of a type in which the window glass 30 moves downward to form an opening at the top of the window. A window glass frame 32 is arranged at the upper end of the window glass 30.

[0014] In the window structure 1 according to the present invention, an opening 16s for ventilation is provided in the upper window frame 16. The opening 16s for ventilation is desirably formed along the upper window frame 16 with a width 16sw that is shorter than the width 30w of the window glass 30. However, the case where the width of the opening 16s for ventilation is longer than the width 30w of the window glass is not excluded.

[0015] FIG. 2 is a diagram showing the configuration of the window structure 1. It is a cross section taken along line AA in FIG. 1(b). The window structure 1 of the present invention includes a window frame (not shown in its entirety) and window glass 30, as well as a fan 10, a fan nozzle 12, a window open / close detector 14, and a controller 18. The fan 10 is disposed above an upper window frame 16. The fan 10 is not particularly limited, but a sirocco fan 10c is preferably used. The fan 10 also has a fan nozzle 12 protruding downward. Air blown out from the fan nozzle 12 forms an air curtain. The air axis 12a of the fan nozzle 12 is directed toward the outside of the vehicle at an angle θ from the vertical direction. θ is preferably 5° to 15°.

[0016] The window open / close detector 14 is installed next to the fan 10, but it may also be placed below the window frame. This is because it is sufficient to be able to detect whether the window is open or closed. It is desirable that the window open / close detector 14 be able to detect the degree to which the window glass 30 is open or closed. Here, the degree to which the window is open or closed may be the gap between the window glass frame 32 of the window glass 30 and the upper edge of the window. This is called the window open / close degree SL.

[0017] The controller 18 is configured with a microcomputer and a memory, but may have other configurations. The controller 18 is connected to at least the window open / close detector 14, the fan 10, and a speedometer 38. The speedometer 38 does not have to be the speedometer in the driver's seat, as long as it can measure the speed of the railway vehicle while it is running.

[0018] The controller 18 obtains the vehicle speed v from a signal Sv from a vehicle speedometer 38. The controller 18 also obtains the window opening / closing degree SL from a signal SSL from a window opening / closing detector 14. The controller 18 can then control the airflow rate B of the fan 10 using a control signal CF.

[0019] 3 shows the processing flow of the controller 18. When the window structure 1 is started (step S100), an end determination is made (step S102). The start of the window structure 1 may be synchronized with the start of the railway vehicle. The end determination may be synchronized with the stopping of the railway vehicle. Of course, a switch dedicated to starting and stopping the window structure 1 may be provided.

[0020] In the termination determination (step S102), if the window structure 1 is to be stopped (Y branch of step S102), the window structure 1 is stopped (step S104). If not (N branch of step S102), the process is passed to the next flow. Next, the window opening / closing degree SL and the vehicle speed v are obtained (step S106). Then, an air flow rate B according to the window opening / closing degree SL and the vehicle speed v is blown (step S108). Here, F is a function that indicates the relationship between the vehicle speed v and the air flow rate B relative to the window opening / closing degree SL. The process returns to step S102 and the same process continues.

[0021] The operation of the window structure 1 described above will now be described. When the window structure 1 is activated and the railway vehicle is traveling, the fan 10 blows air at a volume B corresponding to the vehicle speed v and the window opening / closing degree SL. At this time, the fan nozzle 12 tilts from the inside of the vehicle to the outside to form an air curtain, thereby ensuring that the interior of the vehicle is sealed without blowing air directly on passengers seated under the window.

[0022] On one hand, due to the change in the external pressure, the air curtain is broken, air leaks from outside the vehicle to inside or from inside the vehicle to outside, and ventilation inside the vehicle is carried out. At this time, since the air volume B changes according to the vehicle speed v, an air curtain that can oppose the negative pressure and positive pressure generated by the vehicle speed v to a certain extent can be formed.

[0023] In step S108 of FIG. 3, the function F is not particularly limited as long as it is a relationship based on the vehicle speed v and the window opening / closing degree SL, but it is basically desirable to have a relationship as shown in FIG. 4.

[0024] Referring to FIG. 4, the horizontal axis represents the vehicle speed v, and the vertical axis represents the air volume B. As the horizontal axis goes to the right, the vehicle speed v increases, and as the vertical axis goes up, the air volume B increases. Also, assume that the window opening / closing degree SL has a relationship of SL1 < SL2 < SL3. That is, in the case of the same window opening / closing degree SL, as the vehicle speed v increases, the air volume B increases. Also, at the same speed v, as the window opening / closing degree SL increases, the air volume B increases.

[0025] Note that in FIG. 4, the air volume B is shown as a linear function with respect to the vehicle speed v, but it may be other functions as long as it is a proportional relationship. Also, when the speed becomes below a certain level when approaching a stop station, the air volume B may be made constant.

[0026] FIG. 5 shows another aspect of the function F. FIG. 5 shows that even when the vehicle speed v is zero, the air volume B1 is sent. In this case, the air curtain is formed even when the railway vehicle is stopped at a station. For example, when heating or cooling enters the vehicle, it may be switched to the function F of FIG. 5.

[0027] By doing so, it is possible to prevent the leakage of the temperature-controlled air inside the vehicle to the outside when temporarily stopped at a station. That is, the function F may determine whether to form an air curtain or not when the vehicle speed v is zero depending on whether heating or cooling enters the vehicle.

[0028] In other words, when the vehicle's traveling speed is zero, the airflow rate B may be set to zero or not, depending on whether the vehicle's air conditioner is operating. Of course, when the air conditioner is operating, the airflow rate B is not zero, and when the air conditioner is not operating, the airflow rate B is set to zero.

[0029] The window structure 1 according to the present invention is not limited to being applied to only one window, but may also be applied to multiple windows 20 in one vehicle. Fig. 6 is a plan view of one vehicle. Windows 20 are formed in the side structure 34 (see Fig. 2) between the entrance and exit doors 22. The window structure 1 is provided in the windows 20 on both ends of the vehicle. Although Fig. 6 shows that the window structure 1 is provided only in the windows 20 at the left and right ends, the window structure 1 may also be provided in the adjacent windows 20.

[0030] In Figure 6, the airflow rate BF from the window structure 1 at the front of the train in the direction of travel is set to be stronger than the airflow rate BR from the window structure 1 at the rear of the train in the direction of travel. In other words, the air curtain at the front generates stronger airflow than the air curtain at the rear. Note that these air curtains change depending on the window opening / closing degree SL and the train speed v, as shown in Figure 4 or Figure 5. With this configuration, negative pressure generated on the outside of the window at the rear of the train while it is moving causes air to be sucked out from inside the train to the outside.

[0031] This creates a negative pressure inside the car, breaking the air curtain at the front of the car and drawing in outside air. The air drawn in at the front of the car flows through the car to the rear and is then exhausted. This creates a constant flow inside the car, allowing ventilation for each car.

[0032] The air supplied to the fan 10 can be air inside the vehicle, but it can also be air obtained from outside the vehicle. Figure 7 shows a configuration in which the fan 10 uses air from outside the vehicle. Figure 7(a) shows the cross section BB of Figure 1. Openings 34a and 34b are provided in the side structure 34, and air passages 34aT and 34bT are connected to the openings 34a and 34b at both ends of the fan 10.

[0033] With this configuration, when a vehicle is traveling in the direction of the arrow, for example, air enters through opening 34a, passes through air passage 34aT, and enters fan 10. The air that passes through fan 10 passes through air passage 34bT from the opposite end of fan 10 and is exhausted through opening 34b. During this time, sirocco fan 10c rotates, blowing air from fan nozzle 12 and forming an air curtain. Figure 7(b) shows the opening of fan nozzle 12 with sirocco fan 10c removed.

[0034] In this way, by providing openings 34a, 34b and air passages 34aT and 34bT that take in outside air while the vehicle is moving, it is possible to take in air at a wind speed corresponding to the vehicle speed v, and even if the air blowing capacity (amount of air that can be blown out per unit time) of the fan 10 itself is low, it is possible to form an air curtain corresponding to the vehicle speed v. [Industrial Applicability]

[0035] The present invention can be suitably used in window structures for railway vehicles. [Explanation of symbols]

[0036] 1. Window structure 10 Fans 10c Sirocco Fan 12 Fan nozzle 12a Air blow shaft 14 Window opening / closing detector 18 Controller 16 Upper window frame 16s Ventilation opening 16sw (ventilation opening) width 22 Entrance / Exit 20 Windows 30 Window Glass 30w (window glass) width 32 Window Glass Frame 34 Side structure 34a (side structure) opening 34b (side structure) opening 34aT (connecting opening 34a and fan 10) 34bT (connecting opening 34b and fan 10) 36 Decorative Panel 38 Vehicle speedometer SL window opening degree Sv Signal from the speedometer v Vehicle speed Signal from SSL window open / close detector CF control signal B Air flow rate

Claims

1. A window structure formed on a side structure of a railway vehicle, in which a window glass is lowered to open, A ventilation opening provided on the upper edge of the window frame; a fan that blows air from the air outlet, A window structure for a railway vehicle that forms an air curtain by changing the amount of air blown from the fan depending on the running speed of the railway vehicle.

2. 2. The window structure for a railway vehicle according to claim 1, wherein the air blown from the air outlet has an inclination from the inside of the vehicle to the outside of the vehicle.

3. A window structure for a railway vehicle as described in claim 2, wherein when the running speed is zero, the air flow rate is set to zero or not, depending on whether the air conditioner of the railway vehicle is operating or not.

4. 4. A window structure for a railway vehicle according to claim 3, wherein the fan takes in air from outside the vehicle.

5. A railway vehicle having the air curtain for railway vehicles according to any one of claims 1 to 4 arranged on the front and rear windows of the vehicle.

6. 6. The railway vehicle according to claim 5, wherein the amount of air blown by the air curtain for a railway vehicle at the front of the vehicle is greater than the amount of air blown by the air curtain for a railway vehicle at the rear of the vehicle, with the direction of travel of the vehicle being the front.

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