JP7548809B2 - Air conditioning exhaust vent structure for railroad vehicles and railroad vehicles - Google Patents

Description

The present invention relates to a railway vehicle air conditioning exhaust vent structure located under a seat, and to the railway vehicle.

Railroad vehicles are equipped with air conditioning systems to maintain the environment inside the vehicle (see, for example, Patent Document 1, Patent Document 2, and Patent Document 3). In the air conditioning system, an air intake and an exhaust are provided in the vehicle compartment, the air intake is connected to the air conditioning unit via an intake duct, and the exhaust is connected to the air conditioning unit via an exhaust duct. For example, in railroad vehicles in which the air conditioning unit is placed under the floor, the exhaust duct is installed under the floor along the fore-and-aft direction of the vehicle (rail direction), and the exhaust is provided under each seat (see, for example, Patent Document 4).

7 to 9 show a conventional railroad vehicle air conditioning exhaust port structure 100 (hereinafter also referred to as "exhaust port structure 100"). As shown in FIG. 7, the exhaust port structure 100 includes an exhaust port 110, a protective frame 120, a drip plate 130, a flow rate adjustment plate 140, and a seal member 150. The exhaust port 110 is installed in a state in which it penetrates the floor 51, and is connected to an exhaust duct 300 laid on the underside of the floor 51. As shown in FIG. 8, the protective frame 120 has a box shape and is installed so as to cover the opening 113 (the upper opening in the figure) of the exhaust port 110, thereby preventing foreign matter such as dust from being sucked into the exhaust duct 300 from the exhaust port 110. The protective frame 120 has a number of ventilation holes 121a, 123a formed on the upper surface 121 and one side surface 123 (the side plate on the left side in the figure) of the frame body 127.

For example, as shown in FIG. 7, when the protective frame 120 is disposed in an area UA directly below the seam 201 of the seat 200, a fluid such as a drink spilled by a passenger sitting in the seat 200 falls onto the upper surface 121 of the protective frame 120, as shown by the arrow D in the figure. When the dropped fluid such as a drink is sucked into the exhaust port 110 through the ventilation hole 121a, it scatters inside the exhaust duct 300 and the air conditioning unit, but cleaning the exhaust duct 300 and the air conditioning unit is time-consuming. Therefore, the protective frame 120 has two drain plates 130 fixed in a vertical line above the exhaust port 110, so that the fluid such as a drink sucked in through the ventilation hole 121a can be expelled to the outside of the exhaust port 110.

JP 2018-188108 A JP 2006-315533 A JP 2017-106651 A JP 2019-156033 A

However, the conventional technology has the following problems. That is, in the conventional exhaust port structure 100, as shown by the arrow Fy in FIG. 10, for example, the air that passes through the ventilation holes 121a and 123a flows between the water-repelling boards 130 of the protective frame 120 and flows into the exhaust port 110. At that time, the water-repelling boards 130 create air resistance, generating noise. Specifically, for example, as shown by NS in the figure, the protective frame 120 narrows the flow path in the part where the water-repelling boards 130, 130 are arranged, and the flow speed of the air is accelerated in the narrow flow path part. Then, immediately after passing the corner of the water-repelling board 130 shown by P in the figure, the air separates from the corner and generates a vortex near the corner. Noise is generated in the part where the flow speed is accelerated or a vortex is generated. The noise generated near the water-repelling board 130 or the exhaust port 110 leaks into the passenger compartment 55 through the ventilation holes 121a and 123a, becoming unpleasant to the ears of passengers.

The present invention was made to solve the above problems, and aims to reduce noise generated near the exhaust port while preventing foreign objects from being sucked into the exhaust duct from the exhaust port in a railway vehicle air conditioning exhaust port structure and railway vehicle that exhausts air from the vehicle cabin into an exhaust duct.

One aspect of the present invention has the following configuration: (1) A structure for an air conditioning exhaust port for a railway vehicle that exhausts air from the vehicle cabin to an exhaust duct, the structure having an exhaust port provided under a seat installed on the floor of the vehicle cabin, a cylindrical frame body with a large opening at the bottom, and a protective frame having an upper surface provided at an end of the frame body opposite the bottom surface and covering the exhaust port with the upper surface facing the opening of the exhaust port, the protective frame having a plurality of ventilation holes only on the upper surface and being positioned outside the area directly below the seam of the seat, the air from the vehicle cabin flows linearly through the frame body from the plurality of ventilation holes to the exhaust port.

In the above-described railcar air conditioning exhaust port structure, when the protective frame is placed over the exhaust port, multiple ventilation holes are provided only on the upper surface of the protective frame that faces the opening of the exhaust port, and the air in the vehicle cabin flows from above to below into the protective frame. The protective frame is provided outside the area directly below the joints of the seats, so that fluid that falls from the joints does not enter through the ventilation holes. Therefore, the protective frame does not need to be provided with a water drip plate that creates air resistance. In such a protective frame, the air that passes through the multiple ventilation holes passes through the frame body and flows linearly to the opening of the exhaust port while maintaining its flow from above to below. Therefore, the air sucked in through the ventilation holes does not accelerate or change its flow direction before reaching the exhaust port, and is less likely to generate noise. Therefore, according to the above-described railcar air conditioning exhaust port structure, it is possible to reduce noise generated near the exhaust port while suppressing foreign objects from being sucked into the exhaust duct from the exhaust port.

(2) In the railway vehicle air conditioning exhaust port structure described in (1), it is preferable that the exhaust port has a flow rate adjustment plate that divides the flow path space of the exhaust port into a first space portion located on the passenger compartment side and a second space portion located on the opposite side to the passenger compartment, and forms a communication portion that connects the first space portion and the second space portion, and that the communication portion is provided in only one location.

In the railway vehicle air conditioning exhaust port structure configured as above, the source of noise generated within the exhaust port structure can be limited to one location. Moreover, if the opening area is the same as in the conventional technology, a large opening area can be secured for each communication section, reducing the noise generated when air passes through the communication section.

(3) In the railway vehicle air conditioning exhaust port structure described in (2), it is preferable that the flow path space has a rectangular cross-sectional shape when cut in a direction perpendicular to the flow path axis, the flow rate adjustment plate is a rectangular plate, and the communication portion has an opening area adjusted according to the distance between one of the inner walls on the short side of the flow path space and the flow rate adjustment plate.

The above-configured air conditioner exhaust port structure for railway vehicles can secure the communication section in one place, and furthermore, the shape of the communication section can be made closer to a square than in the past, so the flow speed of the air passing through the communication section is lower compared to the prior art. Therefore, with the above-configured air conditioner exhaust port structure for railway vehicles, the noise generated in the communication section is smaller than the noise generated in the communication section in the prior art.

(4) In the railway vehicle air conditioning exhaust port structure described in (2) or (3), it is preferable that the flow rate adjustment plate is fixed to the exhaust port at the same position as the underside of the floor or at a position below the underside and close to the main duct flow.

In the above-described air conditioning exhaust port structure for railway vehicles, the communication part is located away from the passenger compartment, so noise generated at the communication part is less likely to be transmitted to the passenger compartment.

(5) Another aspect of the present invention is a railway vehicle characterized by having an air conditioning exhaust port structure for railway vehicles described in any one of (1) to (4).

Therefore, according to the present invention, in a railway vehicle air conditioning exhaust port structure and railway vehicle that exhausts air from the vehicle compartment into an exhaust duct, it is possible to provide technology that can reduce noise generated near the exhaust port while preventing foreign objects from being sucked into the exhaust duct from the exhaust port.

1 is a diagram showing an air conditioning exhaust port structure for a railway vehicle according to an embodiment of the present invention; FIG. 2 is an exploded view of an air conditioning exhaust port structure for a railway vehicle. FIG. 4 is a plan view of the exhaust port as viewed from above. FIG. 2 is a diagram illustrating the flow of air in a railway vehicle air conditioning exhaust port structure. FIG. 1 is a diagram illustrating an example of a railway vehicle. FIG. 1 is a diagram showing an example of a seat. FIG. 1 is a diagram showing a conventional air conditioning exhaust port structure for a railway vehicle. FIG. 1 is a schematic diagram of a conventional railroad vehicle air conditioning exhaust port structure. FIG. 1 is a plan view of a conventional exhaust port as viewed from the opening side. 1 is a diagram illustrating an air flow in a conventional railcar air conditioning exhaust port structure. FIG. 13A and 13B are diagrams showing another example of a flow rate adjusting plate.

Below, an embodiment of an air conditioning exhaust port structure for a railway vehicle and a railway vehicle according to the present invention will be described with reference to the drawings.

First, the schematic configuration of a railway vehicle 50 will be described. FIG. 5 is a diagram showing an example of a railway vehicle 50. In the railway vehicle 50, a floor 51 is attached to a body structure 53, forming a passenger compartment 55. A plurality of seats 200 are fixed to the floor 51. The seats 200 are two-seater seats fixed at right angles to the rail direction X (the left-right direction in the figure), and are arranged side by side along the rail direction X. Note that the seats 200 may also be three-seater seats.

Figure 6 shows an example of a seat 200. The seats 200 are arranged side by side in the vehicle width direction Y (left and right direction in Figure 6) across an aisle. The seats 200 are each configured with individual seat members 210 attached side by side to a frame 225, and are attached to the floor 51 via legs 221, 223 fixed to the frame 225. A window 57 is provided in the side structure of the structure 53.

As shown in Figures 5 and 6, the passenger compartment 55 of the railcar 50 is provided with an exhaust port 110 and an air intake port (not shown). The railcar 50 has an air conditioning system in which the exhaust port 110 and the air intake port (not shown) are connected to an air conditioner 301 via an exhaust duct 300 and an air intake duct (not shown).

As shown in FIG. 5, the air conditioner 301 is attached to the underside of the vehicle. The exhaust duct 300 is laid under the floor 51 along the rail direction X. The exhaust port 110 is provided under each seat 200 and opens to the ceiling side of the passenger compartment 55 (upper side in FIG. 5). As shown in FIG. 6, for example, the exhaust port 110 rises along the leg 223 on the aisle side, one end (upper end in the figure) is located in the passenger compartment 55, and the other end (lower end in the figure) is connected to the exhaust duct 300. One end of the exhaust port 110 is covered with a protective frame 20 to prevent foreign objects (e.g., fluids such as drinks, dust) from entering the exhaust duct 300 through the exhaust port 110.

In such a railway vehicle 50, the air conditioning unit 301 operates to create a pressure difference between the passenger compartment 55 and the exhaust duct 300. In response to this pressure difference, air in the passenger compartment 55 is sucked into each exhaust port 110 through the protective frame 20, as shown in FIG. 5. The air sucked into each exhaust port 110 flows to the air conditioning unit 301 through the exhaust duct 300. The air conditioned by the air conditioning unit 301 is supplied to the passenger compartment 55 through an intake duct (not shown) and an intake port (not shown). In this way, the conditioned air circulates through the passenger compartment 55, thereby creating a good environment inside the passenger compartment 55.

Next, the configuration of the air conditioning exhaust port structure 1 for railway vehicles (hereinafter also referred to as "exhaust port structure 1") will be specifically described. FIG. 1 is a diagram showing the exhaust port structure 1. FIG. 2 is an exploded view of the exhaust port structure 1. FIG. 3 is a plan view of the exhaust port 110 seen from above. In FIG. 3, the flow rate adjustment plate 40 is hatched to distinguish the communication portion Sx from the flow rate adjustment plate 40. As shown in FIG. 1, the exhaust port structure 1 includes the exhaust port 110, a seal member 150, a protective frame 20, and a flow rate adjustment plate 40.

As shown in FIG. 1, the exhaust port 110 is connected to the exhaust duct 300, which is the main duct. The exhaust port 110 and the exhaust duct 300 may be made of different materials or the same material. The exhaust port 110 is made of, for example, aluminum-based metal or glass wool in order to reduce the weight of the vehicle. The exhaust port 110 is located outside the area UA (to the right of the area UA in the figure) that is directly below the seam 201 of the seat 200. As shown in FIG. 2, the exhaust port 110 is formed in a cylindrical shape with both ends (top and bottom ends in FIG. 1) open. The exhaust port 110 in this embodiment is formed to have a rectangular parallelepiped appearance.

As shown in Figs. 1 and 2, the protective frame 20 has a shape corresponding to the exhaust port 110, and is placed over the outside of the exhaust port 110 with a predetermined gap therebetween. That is, as shown in Fig. 2, the protective frame 20 has a frame body 21 and an upper surface 23, and is a rectangular parallelepiped with a large opening on the bottom surface (the surface located on the lower side in Figs. 1 and 2), and has multiple ventilation holes 23a only on the upper surface 23. The frame body 21 is cylindrical with a large opening on the bottom surface, and the upper surface 23 is provided at the end located opposite the bottom surface of the frame body 21.

As shown in FIG. 1, the protective frame 20 has a short side length L31 that is shorter than the short side length L41 of the conventional protective frame 120 shown in FIG. 7. As a result, the protective frame 20 is positioned outside the area UA that is directly below the seam 201 of the seat 200 as shown in FIG. 1, and fluids such as drinks that fall from the seam 201 of the seat 200 pass beside the protective frame 20 and fall onto the floor 51. For this reason, the drain board 130 shown in FIG. 7 is not positioned in the internal space 25 of the protective frame 20.

1, the protective frame 20 has multiple ventilation holes 23a formed only on the upper surface 23 in order to draw air from the vehicle interior 55 from only one direction without drawing in dirt, dust, etc. Such a protective frame 20 has a smaller opening area than the conventional protective frame 120 in which ventilation holes 121a, 123a are formed on the upper surface 121 and one side surface 123 of the frame body 127 as shown in FIG. 8, and there is a risk of a decrease in exhaust performance. However, since the protective frame 20 does not have a drain plate 130, even if the opening area is smaller than that of the conventional protective frame 120, the exhaust performance is almost the same as that of the conventional protective frame 120. Also, as shown in FIG. 2, the protective frame 20 uses a wire mesh 233 on the upper surface 23 and forms multiple ventilation holes 23a with the wire mesh 233, so that a larger opening area can be secured than when the ventilation holes are formed by punch holes as in the conventional technology as shown in FIG. 8, and the decrease in exhaust performance can be suppressed.

As shown in FIG. 2, the protective frame 20 has an upper surface 23 that is integrally formed with the upper end of the frame body 21 by bending a plate. A wire mesh 233 is used on the upper surface 23, forming multiple ventilation holes 23a. The wire mesh 233 and the protective frame 20 (frame body 21 and upper surface 23) are made of the same material as the wire mesh 233, and are joined by welding such as spot welding. This simplifies the structure of the joint between the wire mesh 233 and the protective frame 20, making it possible to make the protective frame 20 compact while ensuring a wide opening area for the entire multiple ventilation holes 23a, i.e., the area of the wire mesh 233.

If the plate thickness is the same as in the conventional case, the protective frame 20 made of stainless steel metal will be heavier than one made of aluminum metal. On the other hand, stainless steel metal is stronger than aluminum metal. Therefore, the plate thickness of the frame body 21 and the top surface 23 is made thinner than when made of aluminum metal. As a result, the protective frame 20 of this embodiment can be formed with a mass similar to that of the conventional protective frame 120 shown in FIG. 8 when the entire frame is made of aluminum metal.

As shown in FIG. 1, such a protective frame 20 is placed over the exhaust port 110 via a seal member 150 with the top surface 23 facing the opening 113 of the exhaust port 110. The gap between the inner peripheral surface of the open end of the protective frame 20 and the outer peripheral surface of the exhaust port 110 is sealed by the seal member 150, so that foreign matter such as dirt and dust that has fallen to the floor 51 does not enter the internal space 25 from the bottom opening of the protective frame 20 (the opening at the bottom end in the figure).

The flow rate adjustment plate 40 is disposed in the flow path space 111 of the exhaust port 110 so as to be perpendicular to the vertical axis of the flow path space 111, and is fixed to the exhaust port 110 (the inner wall of the flow path space 111). The flow rate adjustment plate 40 is fixed to the exhaust port 110 at a position close to the main duct (exhaust duct 300) which is at the same position as the lower surface 51b of the floor 51 or at a position lower than the lower surface 51b. The flow path space 111 is divided by the flow rate adjustment plate 40 into a first space portion 111a located on the vehicle cabin 55 side and a second space portion 111b located on the opposite side to the vehicle cabin 55 (exhaust duct 300 side). The flow rate adjustment plate 40 forms a communication portion Sx between the inner wall of the flow path space 111 and the first space portion 111a and the second space portion 111b. The exhaust flow rate of the exhaust port 110 is adjusted by the opening area of the communication section Sx.

As shown in FIG. 3, the flow path space 111 of the exhaust port 110 has a rectangular cross-sectional shape when viewed from above. On the other hand, the flow rate adjustment plate 40 is a rectangular plate. The flow rate adjustment plate 40 is fixed to the inner wall of the flow path space 111 so that a communication portion Sx that connects the first space portion 111a and the second space portion 111b is provided at only one location inside the exhaust port 110. The flow rate adjustment plate 40 may be integral with the exhaust port 110.

3, the flow rate adjustment plate 40 has a long side length L11 that is shorter than the long side length L21 of the flow path space 111, and a short side length L13 that is the same as the short side length L23 of the flow path space 111. In this type of flow rate adjustment plate 40, the pair of long side portions 41, 41 and one of the pair of short side portions 43, 43 (the lower short side portion 43 in the figure) are fixed to the inner wall of the exhaust port 110, and the other of the pair of short side portions 43, 43 (the upper short side portion 43 in the figure) is not fixed to the inner wall of the exhaust port 110, thereby forming a communication portion Sx only at one location on the inner wall 111c side of one short side of the flow path space 111 (the upper inner wall in the figure). The opening area of the communication section Sx is adjusted according to the distance between the short side inner wall 111c (the upper inner wall in the figure) of the flow path space 111 and the short side portion 43 of the flow rate adjustment plate 40, that is, according to the length L11 of the long side of the flow rate adjustment plate 40.

For example, as shown in FIG. 5, in a railway vehicle 50, the closer the exhaust port 110 is to the air conditioning unit 301, the greater the pressure difference between the passenger compartment 55 and the exhaust duct 300. In order to circulate air evenly throughout the passenger compartment 55, it is necessary to make the exhaust flow rate of each exhaust port 110 uniform. Therefore, flow rate adjustment plates 40 of different sizes are fixed to each exhaust port 110, and the opening area of the communication section Sx is adjusted. In other words, for the multiple exhaust ports 110 provided in the railway vehicle 50, the farther the exhaust port 110 is from the air conditioning unit 301, the shorter the long side length L11 of the flow rate adjustment plate 40 is fixed to the exhaust port 110, and the opening area of the communication section Sx is increased.

Next, the air flow in the exhaust port structure 1 will be described. FIG. 4 is a diagram illustrating the air flow in the exhaust port structure 1. As shown by the arrow Fx in FIG. 4, air in the vehicle interior 55 flows into the internal space 25 of the protective frame 20 through the multiple ventilation holes 23a of the protective frame 20, and flows to the exhaust duct 300 through the first space 111a, the communication portion Sx, and the second space 111b of the exhaust port 110.

In the protective frame 20, the drain plate 130, which was a noise source in the exhaust port structure 100 shown in FIG. 10, is not disposed in the internal space 25. Also, as shown in FIG. 4, the protective frame 20 has multiple ventilation holes 23a formed only on the upper surface 23 that faces the opening 113 of the exhaust port 110. Therefore, as shown by the arrow Fx in FIG. 4, the air in the vehicle compartment 55 flows linearly from the ventilation holes 23a to the opening 113 of the exhaust port 110, and does not generate noise when flowing through the internal space 25 of the protective frame 20.

In this regard, air that flows into the opening 113 of the exhaust port 110 flows from the first space 111a to the second space 111b through a communication section Sx that is provided at only one location on the exhaust port 110. When the air passes through the communication section Sx, the flow rate is narrowed and the flow speed is accelerated. Therefore, noise is generated when the air passes through the communication section Sx.

For example, as shown in FIG. 8, in the conventional exhaust port structure 100, the flow rate adjustment plate 140, which is approximately the same size as the flow path space 111, is fixed to the exhaust port 110 in a tilted state within the flow path space 111. Therefore, in the exhaust port structure 100, as shown in FIG. 9, two elongated communication parts Sy are provided between the pair of long side inner walls 111d, 111d of the flow path space 111 and the flow rate adjustment plate 140. In contrast, in the exhaust port structure 1 of this embodiment, as shown in FIG. 3, one communication part Sx is formed between one short side inner wall 111c of the flow path space 111 and the flow rate adjustment plate 40. Therefore, if the area of the opening part that communicates the first space portion 111a and the second space portion 111b is the same, the opening area of the two communication parts Sy provided in the conventional exhaust port structure 100 can be secured together with one communication part Sx. Furthermore, in the exhaust port structure 1 of this embodiment, the shape of the communication part Sx can be made closer to a square than in the conventional case, so the air flow speed is lower than in the communication part Sy. Therefore, in the exhaust port structure 1, the noise generated in the communication part Sx is smaller than the noise generated in the communication part Sy of the conventional exhaust port structure 100.

Furthermore, as shown in FIG. 10, for example, in the conventional exhaust port structure 100, the flow rate adjustment plate 140 is provided at a position where the exhaust port 110 from the vehicle compartment 55 is at the same position as the upper surface 51a of the floor 51 or above the upper surface 51a. In contrast, in the exhaust port structure 1, as shown in FIG. 4, the flow rate adjustment plate 40 is fixed at a position at the same position as the lower surface 51b of the floor 51 or below the lower surface 51b. In other words, the flow rate adjustment plate 40 is positioned closer to the main duct flow than the conventional flow rate adjustment plate 140. Therefore, in the exhaust port structure 1, the position of the communication part Sx is farther from the vehicle compartment 55 than in the conventional exhaust port structure 100, and noise generated at the communication part Sx is less likely to be transmitted to the vehicle compartment 55.

In this way, the exhaust port structure 1 has fewer communication parts Sx that are noise sources than the conventional exhaust port structure 100, and the noise generated in the communication parts Sx is smaller. Furthermore, the noise generated in the communication parts Sx is less likely to leak into the vehicle interior 55, so noise can be reduced more than with the conventional exhaust port structure 100.

(Regarding noise testing)
The inventors conducted a test to examine the noise levels of an embodiment in which the exhaust port structure 1 shown in Fig. 4 is applied and a comparative example in which the exhaust port structure 100 shown in Fig. 10 is applied. In the test, a sound level meter was placed at a height of 1.2 m from the upper surface 51a of the floor 51, and the noise level was measured with the sound level meter as specified in JIS. As a result, the noise level of the embodiment was reduced by about 7 decibels compared to the noise level of the comparative example. When converted into noise energy, the embodiment was able to reduce the noise energy of the comparative example by about 80%.

As described above, in the exhaust port structure 1 of this embodiment, when the protective frame 20 is placed over the exhaust port 110, multiple ventilation holes 23a are provided only on the upper surface 23 of the protective frame 20 facing the opening 113 of the exhaust port 110, and air in the vehicle interior 55 flows from above to below into the protective frame 20. Since the protective frame 20 is provided outside the area UA directly below the seam 201 of the seat 200, fluids such as drinks that have fallen from the seam 201 do not enter through the ventilation holes 23a. Therefore, it is not necessary to provide the protective frame 20 with a drain board 130 that generates air resistance. In such a protective frame 20, the air that has passed through the multiple ventilation holes 23a passes through the frame body 21 and flows linearly to the opening 113 of the exhaust port 110 while maintaining the flow from above to below (the flow indicated by the arrow Fx in FIG. 4). Therefore, the air drawn in through the ventilation hole 23a does not accelerate or change direction before reaching the exhaust port 110, and is less likely to generate noise. Therefore, according to the exhaust port structure 1 of this embodiment, it is possible to reduce noise generated near the exhaust port 110 while preventing fluids such as beverages from being drawn into the exhaust duct 300 from the exhaust port 110.

The present invention is not limited to the above embodiment, and various applications are possible. For example, the seat 200 may be a long seat. In this case, the exhaust port structure 1 of the above embodiment may be applied to the exhaust port provided on the underside of the long seat.

For example, the communication section Sx may be provided in two or more locations. For example, as shown in FIG. 11(a), communication sections Sx1, Sx1 may be provided on both of the inner walls 111c, 111c on the short sides of the flow passage space 111. However, by providing only one communication section Sx as in the above embodiment, the noise source (corner of the flow rate adjustment plate 40) generated within the exhaust port structure 1 can be limited to one location. Furthermore, for the same opening area, a larger opening area can be secured per communication section, and the noise generated when air passes through the communication section Sx is reduced.

For example, as shown in FIG. 11B, the flow rate adjustment plate 40 fixed to the exhaust port 110 may be rectangular in shape, with the long side length L11 being the same as the long side length L21 of the flow path space 111, and the short side length L13 being shorter than the short side length L23 of the flow path space 111. In this case, the flow rate adjustment plate 40 may be fixed to the inner wall of the flow path space 111 at the pair of short side portions 43, 43 and one of the pair of long side portions 41, 41 (the long side portion 41 on the right side in the figure), and the other of the pair of long side portions 41, 41 (the long side portion 41 on the left side in the figure) may be unfixed to the inner wall of the flow path space 111, thereby forming a long and thin communication portion Sx2 between one long side inner wall 111d of the flow path space (the inner wall on the left side in the figure) and the flow rate adjustment plate 40. In other words, the opening area of the communication portion Sx2 may be adjusted by adjusting the short side length L13 of the flow rate adjustment plate 40. However, as in the above embodiment, by providing only one communication section Sx between the inner wall 111c on one of the short sides of the flow passage space 111 and the flow rate adjustment plate 40, and adjusting the opening area of the communication section Sx according to the length L11 of the long side of the flow rate adjustment plate 40 (see FIG. 3), the shape of the communication section Sx can be made closer to a square, so the flow speed of the air passing through the communication section decreases, and the noise generated by the air at the communication section Sx is reduced.

For example, the flow rate adjustment plate 40 may be fixed to the exhaust port 110 at a position away from the main duct flow, for example, at the same position as the upper surface 51a of the floor 51 or at a position above the upper surface 51a. However, as in the above embodiment, by fixing the flow rate adjustment plate 40 to the exhaust port 110 at the same position as the lower surface 51b of the floor 51 or at a position closer to the main duct flow that is below the lower surface 51b (see FIG. 4), the communication part Sx is provided at a position away from the vehicle interior 55, and noise generated at the communication part Sx is less likely to be transmitted to the vehicle interior 55.

For example, the multiple ventilation holes 23a may be punched holes. However, as in the above embodiment, by forming the multiple ventilation holes 23a using wire mesh 233, the opening ratio is increased and the overall opening area of the ventilation holes 23a is increased compared to when the ventilation holes are formed using punched holes, so the protective frame 20 can be made compact without compromising exhaust performance.

For example, the frame body 21 made of an aluminum-based metal and the top surface 23 made of a stainless steel-based metal may be joined by adhesive, welding, or by riveting. The wire mesh 233 may be attached to the top surface 23 with an adhesive. However, by forming the top surface 23 and the wire mesh 233 from stainless steel metal and welding them as in the above embodiment, the configuration of the protective frame 20 can be made simpler and more compact than when, for example, the top surface 23 and the wire mesh 233 are joined with an adhesive.

For example, the air conditioning unit 301 may be attached to the roof of the railcar 50, and the exhaust duct 300 and an air supply duct (not shown) may be installed in the ceiling of the passenger compartment 55. In the above embodiment, the air conditioning unit 301 has a built-in exhaust device, but the exhaust device may be separate from the air conditioning unit 301.

For example, the exhaust port 110 may be connected via a branch duct to an exhaust duct installed within the side structure of the structure 53 or in the ceiling of the vehicle compartment 55. However, by directly connecting the exhaust port 110 to the exhaust duct 300 installed under the floor 51 as in the above embodiment, the configuration of the exhaust flow path for exhausting the air in the vehicle compartment 55 to the outside of the vehicle compartment can be simplified, and the noise generated in the exhaust flow path can be reduced.

The shape of the exhaust port 110 and the protective frame 20 is not limited to a rectangular parallelepiped shape, but may be a circle, an ellipse, etc.

The exhaust port 110 may rise along the leg 221 on the window 57 side. Furthermore, the exhaust port 110 may rise from the floor 51 at a location separate from the legs 221, 223.

For example, as shown in FIG. 11(c), a pair of flow rate adjustment plates 40, 40 may be fixed to both of the inner walls 111c, 111c on the short sides of the flow path space 111, and only one communication portion Sx3 may be provided between the pair of flow rate adjustment plates 40, 40.

For example, as shown in FIG. 11(d), the flow rate adjustment plate 40 may be provided in the same shape as the cross section of the exhaust port 110 when viewed from above, with all four sides of the flow rate adjustment plate 40 fixed to the inner wall of the flow path space 111, and the communication section Sx4 may be provided by a hole H formed in the flow rate adjustment plate 40. The hole H is not limited to a square, but may also be a circle. However, as in the above embodiment, the flow rate adjustment plate 40 is rectangular, and the opening area of the communication section Sx is adjusted according to the length L11 of the long side of the flow rate adjustment plate 40, so that the flow rate adjustment plate 40 can be formed by cutting a plate of a predetermined length at the work site, and the opening area of the communication section Sx can be appropriately adjusted. This allows the number of flow rate adjustment plates 40 in stock to be reduced.

REFERENCE SIGNS LIST 1 Air conditioning exhaust port structure for railway vehicles 20 Protective frame 21 Frame body 23 Upper surface 23a Ventilation hole 50 Railway vehicle 51 Floor 55 Car compartment 110 Exhaust port 113 Opening 200 Seat 201 Joint 300 Exhaust duct UA Area

Claims (3)

In a railway vehicle air conditioning exhaust vent structure that exhausts air from a vehicle compartment to an exhaust duct,
An exhaust port provided under a seat installed on the floor of the vehicle compartment;
a protective frame including a cylindrical frame body with a large opening at its bottom surface and an upper surface provided at an end of the frame body opposite the bottom surface, the protective frame being fitted over the exhaust port with the upper surface facing the opening of the exhaust port;
The protective frame has a plurality of ventilation holes only on the upper surface and is disposed outside an area directly under a seam of the seat;
the air in the vehicle compartment flows linearly from the plurality of ventilation holes to the exhaust port through the frame body;
a flow rate adjusting plate that divides a flow path space of the exhaust port into a first space portion located on a vehicle cabin side and a second space portion located on an opposite side to the vehicle cabin and forms a communication portion that communicates the first space portion with the second space portion,
The communication portion is provided at only one location;
The flow rate adjusting plate is fixed to the exhaust port at a position equal to the bottom surface of the floor or at a position below the bottom surface and close to the main flow of the duct;
An air conditioning exhaust vent structure for railway vehicles, characterized by the above. 2. The railroad vehicle air conditioning exhaust port structure according to claim 1 ,
The flow passage space has a rectangular cross-sectional shape when cut in a direction perpendicular to the flow passage axis,
The flow rate adjusting plate is a rectangular plate,
an opening area of the communication portion is adjusted in accordance with a distance between an inner wall on one short side of the flow path space and the flow rate adjustment plate;
An air conditioning exhaust vent structure for railway vehicles, characterized by: A railway vehicle comprising the air conditioning exhaust port structure for railway vehicles according to claim 1 or 2 .

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