KR102509702B1 - Ventilating apparatus of railway vehicle and ventilating method using the same - Google Patents

Abstract

The present invention relates to a continuous ventilation device for a railroad car and a ventilation method using the same, and more particularly, it is installed in a railroad car of a train to reduce the noise of passengers and improve comfort by preventing fluctuations in interior pressure while introducing outside air. It relates to a continuous ventilation system for railway vehicles and a ventilation method using the same.
The present invention includes a bellows pipe communicating with the inside and outside of the railway vehicle on both sides, and a driving part provided to adjust the volume by dividing the inside of the bellows pipe into first and second compartments, It is characterized in that the supply and exhaust of indoor and outdoor air is performed according to the volume change of the first and second compartments of the bellows pipe.

Description

Continuous ventilation device for railway vehicle and ventilation method using the same

The present invention relates to a continuous ventilation device for a railroad car and a ventilation method using the same, and more particularly, it is installed in a railroad car of a train to reduce the noise of passengers and improve comfort by preventing fluctuations in interior pressure while introducing outside air. It relates to a continuous ventilation system for railway vehicles and a ventilation method using the same.

Due to the nature of railway vehicles that have to transport a large number of people in a limited space for a long time, ventilation of indoor air is of paramount importance.

In general, a ventilation facility in a railroad car is included in a cooling or heating device, which is an air conditioner, so that it is ventilated in the process of introducing outside air during operation.

In particular, as shown in FIG. 1, when a high-speed rail vehicle enters or exits a tunnel, it receives a tunnel entry/exit recognition signal from the TWC device installed on the side of the track at the entrance and exit of the tunnel, closes the ventilation device before the vehicle enters the tunnel, and after exiting the tunnel This is done by opening the ventilation system.

At this time, the ventilation device is composed of a flap-type ventilation device as shown in FIG. 2, and when receiving a tunnel entry/exit signal from the TWC, the external fresh air inlet of the ventilation device is closed with a flap, so that external pressure is propagated to the inside of the cabin. to block things

As shown in the graph showing the change in pressure inside and outside the vehicle when the ITX Cheongchun / KTX vehicle passes through the tunnel in FIG. In ITX Cheongchun (graph on the left), this external pressure is propagated to the inside of the cabin as it is, and the pressure inside the cabin varies greatly as shown by the black line, whereas in the KTX (graph on the right), which is a confidential vehicle, due to the blocking of the ventilation flap, the pressure inside the cabin It can be seen that the fluctuations change considerably more slowly than the external pressure fluctuations.

Noise in passengers is a phenomenon caused by severe pressure fluctuations inside the passenger compartment. In high-speed trains, external pressure cutoff is essential, and conventional trains also require external pressure cutoff in the ventilation system to improve speed.

However, the existing flap-type ventilation system has a structure in which the cover is opened and closed, and as the age of the vehicle increases, the airtight performance may deteriorate. There is a problem.

In particular, in the case of a long tunnel, there is a problem in that the supply of external air is cut off for a long time, causing the oxygen concentration in the cabin to decrease, reducing the comfort of passengers and causing headaches.

In addition, due to the failure of the TWC device installed on the trackside of the entrance and exit of the high-speed railway tunnel, the function of opening and closing the flap is lost when the vehicle enters and exits the tunnel, so there is a problem that the confidentiality function is not possible.

Korean Patent Registration No. 10-1094991 Korean Patent Publication No. 10-2008-0030987

Therefore, the present invention is intended to solve these problems, and the present invention is installed in a railway vehicle of a train to prevent fluctuations in indoor pressure while introducing outside air, thereby reducing the noise of passengers and improving comfort. Its purpose is to provide a continuous ventilation system for vehicles and a ventilation method using the same.

In addition, the present invention completely blocks the inside of the room when supplying and exhausting external air, and completely blocks the outside when supplying and exhausting indoor air, so that ventilation can be continuously performed even inside the tunnel, so that the indoor air is pleasant even when using a long tunnel. Its purpose is also to provide a continuous ventilation system for railway vehicles that can be maintained and a ventilation method using the same.

In addition, the present invention is for a railway vehicle that does not require a TWC (Train wayside Communication) device installed outside the tunnel, and the outside air supply and exhaust are reciprocating, so that ventilation can be continuously performed regardless of whether the tunnel enters or exits. Its purpose is also to provide a continuous ventilation device and a ventilation method using the same.

The present invention for achieving the above objects is a bellows pipe communicating with the inside and outside of a railway vehicle on both sides, and a driving unit provided to adjust the volume by dividing the inside of the bellows pipe into first and second compartments. Including, it is characterized in that the supply and exhaust of indoor and outdoor air is made according to the volume change of the first and second compartments of the bellows pipe by the driving of the drive unit.

At this time, one side of the bellows pipe is provided with a first valve part for supplying air inside the first compartment to the room and a second valve part for supplying outside air to the first compartment, and the other side of the bellows pipe is provided with A third valve unit for exhausting air into the second compartment and a fourth valve unit for exhausting air inside the second compartment to the outside are provided.

In addition, the driving unit is characterized in that it includes a linear motor and a driving body provided in close contact with the inside so as to partition the inside of the bellows pipe into first and second compartments and moving left and right by the linear motor.

The first valve unit includes a first valve provided between the first compartment and the indoor air supply passage and opened to the indoor air supply passage, and a first valve provided in the indoor air supply passage and opened to the first compartment. It is characterized in that it comprises a first stopper to block.

In addition, the second valve unit is provided between the first compartment and the external air supply passage and is provided with a second valve open to the first compartment, and provided in the external air supply passage so that the second valve opens to the external air supply passage. It is characterized in that it comprises a second stopper to block.

The third valve unit includes a third valve provided between the second compartment and the indoor exhaust passage and opened to the second compartment, and a third valve provided in the indoor exhaust passage and opened to the indoor exhaust passage. It is characterized in that it comprises a third stopper to block.

In addition, the fourth valve unit is provided between the second compartment and the external exhaust passage and is provided with a fourth valve open to the external exhaust passage, and provided in the external exhaust passage so that the fourth valve is opened to the second compartment. It is characterized in that it comprises a fourth stopper to block.

On the other hand, the control of the bellows pipe by the drive of the drive unit includes a bellows pipe communicating with the interior and exterior of the railway vehicle, and a driving unit provided to adjust the volume by dividing the inside of the bellows tube into first and second compartments. In accordance with the change in the volume of the first and second compartments, supply and exhaust of indoor and outdoor air is performed, but when the volume of the first compartment is reduced by the driving unit, the second valve provided in the first compartment is closed to block the inflow of outside air. The first valve unit is opened to supply air inside the first compartment to the room, and the third valve unit provided in the second compartment whose volume is increased by the driving unit is opened to exhaust indoor air to the second compartment. And, the fourth valve unit is closed to block the second compartment from the outside.

In addition, it includes a bellows pipe communicating with the interior and exterior of the railway vehicle, and a drive unit provided to adjust the volume by dividing the inside of the bellows tube into first and second compartments, thereby controlling the bellows pipe by driving the drive unit. In accordance with the change in the volume of the first and second compartments, supply and exhaust of indoor and outdoor air is performed, but when the volume of the second compartment is reduced by the driving unit, the third valve provided in the second compartment is closed to exhaust indoor air. and the fourth valve unit is opened so that the air inside the second compartment is exhausted to the outside, and the second valve unit provided in the first compartment whose volume is increased by the drive unit is opened to allow outside air into the first compartment. is supplied, and the first valve unit is closed to block the first compartment from the room.

According to the present invention, it is installed in a railroad car of a train to prevent fluctuations in indoor pressure while introducing outside air, thereby reducing noise among passengers and improving comfort.

In addition, according to the present invention, the indoor air is completely blocked when external air is supplied and exhausted, and the outside is completely blocked when indoor air is supplied and exhausted so that ventilation can be continuously performed even inside the tunnel, so that the indoor air is pleasant even when using a long tunnel. There are advantages to keeping it.

In addition, according to the present invention, there is no need for a TWC (Train Wayside Communication) device installed outside the tunnel, and the outside air supply and exhaust are reciprocating, so that ventilation can be performed continuously regardless of whether the tunnel enters or exits. there is

1 is a diagram showing a conventional Train Wayside Communication (TWC) device;
Figure 2 is a view showing a conventional flap (Flap) type ventilation device.
Figure 3 is a graph showing the change in pressure inside and outside the vehicle when passing through the tunnel of the conventional ITX youth / KTX vehicle.
Figure 4 is a conceptual diagram showing an operating state during external intake and exhaust of the continuous ventilation system for railway vehicles according to the present invention.
5 is a conceptual diagram illustrating an operating state of the continuous ventilation system for railway vehicles according to the present invention when supplying and exhausting indoor air.

Hereinafter, the characteristics of a continuous ventilation device for a railway vehicle and a ventilation method using the same according to an embodiment described in detail with reference to the accompanying drawings will be understood.

4 is a conceptual diagram showing an operating state during external intake and exhaust of the continuous ventilation system for railway vehicles according to the present invention, and FIG. 5 is a conceptual diagram showing an operating state during indoor air supply and exhaust of the continuous ventilation system for railway vehicles according to the present invention. am.

The present invention relates to a continuous ventilation device for a railroad car and a ventilation method using the same, and more particularly, it is installed in a railroad car of a train to reduce the noise of passengers and improve comfort by preventing fluctuations in interior pressure while introducing outside air. As shown in FIG. 5, the bellows pipe 100 communicating with the interior and exterior of the railroad car on both sides and the bellows pipe 100 Including the drive unit 200 provided to adjust the volume of the first and second compartments 110 and 120 by partitioning the interior into the first and second compartments 110 and 120, the first and second compartments are driven when the drive unit 200 is operated. The volume of the compartments 110 and 120 is changed, and air supply and exhaust are sequentially performed inside and outside.

Hereinafter, the configuration of each part of the present invention will be described in detail.

First, the bellows pipe 100 is formed to be capable of extension and contraction, and both ends are provided to communicate with the interior and exterior of the railway car. At one end, the indoor air supply passage 112 communicating with the interior of the railway car and An external air supply passage 114 communicated is installed, and an indoor exhaust passage 122 communicating with the interior of the railway vehicle and an external exhaust passage 124 communicating with the outside are installed at the other end.

In addition, the drive unit 200 divides the linear motor 210 provided outside the bellows pipe 100 and the first and second compartments 110 and 120 inside the bellows pipe 100. ) It is provided in close contact with the inner surface of the linear motor 210 to include a driving body 220 provided to reciprocate left and right, and the installation structure of the linear motor 210 and the driving body 220 is known. Since it is a technology and is not claimed in the present invention, detailed description will be omitted.

So, as the driving body 220 reciprocates toward the first compartment 110 or the second compartment 120 by the driving unit 200, when the driving body 220 moves toward the first compartment 110 As the bellows pipe 100 on the side of the first compartment 110 contracts, the volume of the first compartment 110 decreases and the pressure increases. 120) increases in volume and lowers the pressure, and when the drive body 220 moves toward the second compartment 120, the bellows pipe 100 on the side of the second compartment 120 contracts, causing the second compartment 120 to move. The volume of the decreases and the pressure increases, and on the contrary, the bellows pipe 100 on the side of the first compartment 110 is extended while the volume of the first compartment 110 increases and the pressure decreases, and these first and second compartments ( 110 and 120), the first to fourth valves 310, 320, 330, and 340 to be described later are sequentially opened and closed according to the change in volume, and indoor air supply and exhaust and outdoor air supply and exhaust are performed.

More specifically, a first valve unit 310 for supplying air inside the first compartment 110 to the room is provided on one side of the bellows pipe 100, the first valve unit 310 A first valve 312 provided to open toward the indoor air supply passage 112 between the first compartment 110 and the indoor air supply passage 112, and the first valve provided in the indoor air supply passage 112 312 includes a first stopper 314 blocking opening toward the first compartment 110.

In addition, a second valve unit 320 for supplying external air to the first compartment 110 is provided on one side of the bellows pipe 100, and the second valve unit 320 is provided in the first compartment ( 110) and the external air supply passage 114, a second valve 322 provided to be opened to the side of the first compartment 110, and provided in the external air supply passage 114 so that the second valve 322 is external It includes a second stopper 324 that blocks opening toward the air supply passage 114.

In addition, a third valve unit 330 for exhausting indoor air to the second compartment 120 is provided on the other side of the bellows pipe 100, and the third valve unit 330 is provided in the second compartment ( 120) and the indoor exhaust passage 122, and a third valve 332 provided to open toward the second compartment 120, and provided in the indoor exhaust passage 122 so that the third valve 332 is indoors. It includes a third stopper 334 that blocks opening toward the exhaust passage 122.

In addition, the other side of the bellows pipe 100 is provided with a fourth valve unit 340 for exhausting the air inside the second compartment 110 to the outside. A fourth valve 342 provided between the compartment 120 and the indoor exhaust passage 122 and opened toward the indoor exhaust passage 122, and a fourth valve 342 provided in the indoor exhaust passage 122 and the second valve 342 includes a fourth stopper 344 that blocks opening toward the second compartment 120.

Hereinafter, an operational relationship during ventilation of the continuous ventilation device 50 for a railway vehicle according to the present invention will be described.

First, by the linear motor 210 of the driving unit 200, the driving body 220 reciprocates in a certain section toward the first compartment 110 or the second compartment 120 inside the bellows pipe 100. .

At this time, as shown in FIG. 4, when the driving body 220 moves toward the first compartment 110, the bellows pipe 100 on the side of the first compartment 110 is contracted, and the first compartment 110 The volume of the second compartment 120 decreases and the pressure increases, and the bellows pipe 100 on the side of the second compartment 120 is extended so that the volume of the second compartment 120 increases and the pressure decreases.

Then, the second valve 322 of the second valve unit 320 is supported by the second stopper 324 by the increased pressure in the first compartment 110, leaving the external air supply passage 114 in a closed state. As a result, the first compartment 110 remains blocked from the outside, and the first valve 312 of the first valve unit 310 is opened toward the indoor air supply passage 112, and the fourth valve unit (to be described later) 340), the outside air supplied into the first compartment 110 is supplied to the interior of the railroad car through the indoor air supply passage 112.

At the same time, the fourth valve 342 of the fourth valve unit 340 is supported by the fourth stopper 344 by the lowered pressure in the second compartment 120, leaving the external exhaust passage 124 in a closed state. As a result, the second compartment 120 remains blocked from the outside, and the third valve 332 of the third valve unit 330 is opened toward the second compartment 120 so that the air inside the railroad car is It is discharged to the second compartment 120 through the indoor exhaust passage 122.

Therefore, the second valve 320 and the fourth valve 340 maintain a closed state and are blocked from the outside, so that even if the first and second compartments 110 and 120 communicate with the inside of the cabin, the pressure inside the cabin is maintained constant to prevent fluctuations in indoor pressure during ventilation, thereby reducing noise among passengers and improving comfort.

Next, as shown in FIG. 5, when the actuator 220 is moved toward the second compartment 120 side of the bellows pipe 100 by the linear motor 210 of the drive unit 200, the second compartment 120 ) side of the bellows pipe 100 is contracted, the volume of the second compartment 120 is reduced and the pressure is increased, and the bellows pipe 100 on the side of the first compartment 110 is extended so that the volume of the first compartment 110 increases and the pressure decreases.

Then, the third valve 332 of the third valve unit 330 is supported by the third stopper 334 due to the increased pressure in the second compartment 120, leaving the indoor exhaust passage 122 in a closed state. As a result, the second compartment 120 remains blocked from the room, and the fourth valve 342 of the fourth valve unit 340 is opened toward the external exhaust passage 124, and the third valve 342 is opened as described above. Indoor air exhausted to the second compartment 120 through the unit 330 is discharged to the outside through the external exhaust passage 124 .

At the same time, the first valve 312 of the first valve unit 310 is supported by the first stopper 314 due to the lowered pressure in the first compartment 110 to keep the indoor air supply passage 112 closed. The second valve 322 of the second valve unit 320 is opened toward the first compartment 120 so that outside air is discharged through the external air supply passage 114. It is supplied to one compartment (110).

Therefore, the first valve 310 and the third valve 330 maintain a closed state and are blocked from the room, so that even if the first and second compartments 110 and 120 communicate with the outside, the pressure inside the cabin to keep it constant.

According to the above configuration, according to the continuous ventilation device 50 for a railroad car according to the present invention, it is possible to continuously ventilate the inside of a railroad car according to the reciprocating operation of the drive unit 200, especially in a tunnel where the external pressure is high. Even in the section, since the first to fourth valves 310, 320, 330, and 340 are operated by the pressure change in the first and second compartments 110 and 120 according to the drive unit 200, stable ventilation is possible and the inside and outside of the cabin are blocked. has the effect of maintaining a constant pressure.

In addition, the first to fourth valves 310 , 320 , 330 , and 340 have a simple configuration supported by first to fourth stoppers 314 , 324 , 334 , and 344 , respectively, so that installation and maintenance are easy.

Therefore, according to the continuous ventilation device 50 for railroad cars and the ventilation method using the same according to the present invention, it is installed in the railroad cars of the train and prevents fluctuations in the interior pressure while introducing outside air, thereby reducing the noise of passengers and improving comfort. In addition, the indoor air is completely blocked when supplying and exhausting external air, and the outside is completely blocked when supplying and exhausting indoor air, so that ventilation can be performed continuously even inside the tunnel with high pressure, even when using a long tunnel. Indoor air can be maintained comfortably, TWC (Train wayside Communication) device installed outside the tunnel is not required, and the outside air supply and exhaust are reciprocating, so ventilation can be performed continuously regardless of whether the tunnel enters or exits. has the effect of allowing

Although preferred embodiments of the present invention have been described above, the scope of the present invention is not limited thereto, and the scope of the present invention extends to those within the scope substantially equivalent to the embodiments of the present invention, and the spirit of the present invention Various modifications and implementations are possible by those skilled in the art to which the present invention pertains within the scope that does not deviate from the above.

The present invention relates to a continuous ventilation device for a railroad car and a ventilation method using the same, and more particularly, it is installed in a railroad car of a train to reduce the noise of passengers and improve comfort by preventing fluctuations in interior pressure while introducing outside air. It relates to a continuous ventilation system for railway vehicles and a ventilation method using the same.

50: Continuous ventilation device for railway vehicles
100: bellows pipe 110: first compartment
112: indoor air supply passage 114: external air supply passage
120: second compartment 122: indoor exhaust passage
124: external exhaust passage 200: driving unit
210: linear motor 220: driving body
310: first valve unit 312: first valve
314: first stopper 320: second valve unit
322: second valve 324: second stopper
330: third valve unit 332: third valve
334: third stopper 340: fourth valve unit
342: fourth valve 344: fourth stopper

Claims (9)

A bellows pipe communicating with the interior and exterior of the railway vehicle;
It is provided in close contact with the inside of the bellows pipe to divide it into first and second compartments, and reciprocates left and right in a certain section by a linear motor so that the volume of the first and second compartments increases on one side and decreases on the other side. Including the driving body,
A continuous ventilation device for a railway vehicle, characterized in that the indoor and outdoor air supply and exhaust are performed according to the volume change of the first and second compartments of the bellows pipe by the driving of the driving body.
According to claim 1,
A first valve unit for supplying air inside the first compartment to the room and a second valve unit for supplying outside air to the first compartment are provided on one side of the bellows pipe,
A continuous ventilation device for railway vehicles, characterized in that a third valve unit for exhausting indoor air to the second compartment and a fourth valve unit for exhausting air inside the second compartment to the outside are provided on the other side of the bellows pipe. .
delete According to claim 2,
The first valve unit includes a first valve provided between the first compartment and the indoor air supply passage and opened toward the indoor air supply passage;
and a first stopper provided in the indoor air supply passage to block opening of the first valve to the first compartment.
According to claim 2,
The second valve unit includes a second valve provided between the first compartment and the external air supply passage and opened to the first compartment;
and a second stopper provided in the external air supply passage to block the opening of the second valve to the external air supply passage.
According to claim 2,
The third valve unit includes a third valve provided between the second compartment and the indoor exhaust passage and opened to the second compartment;
and a third stopper provided in the indoor exhaust passage to block opening of the third valve to the indoor exhaust passage.
According to claim 2,
The fourth valve unit includes a fourth valve provided between the second compartment and the external exhaust passage and opened to the external exhaust passage;
and a fourth stopper provided in the external exhaust passage to block opening of the fourth valve to the second compartment.
A bellows pipe communicating with the interior and exterior of the railway vehicle;
It is provided in close contact with the inside of the bellows pipe to divide it into first and second compartments, and reciprocates left and right in a certain section by a linear motor so that the volume of the first and second compartments increases on one side and decreases on the other side. Including the driving body,
In accordance with the change in the volume of the first and second compartments of the bellows pipe by the driving of the driving body, air supply and exhaust to the inside and outside are made,
When the volume of the first compartment is reduced by the driving of the actuator, the second valve provided in the first compartment is closed to block the inflow of outside air, and the first valve is opened to supply air inside the first compartment to the room. become,
The third valve part provided in the second compartment whose volume is increased by the driving of the driving body is opened to exhaust indoor air into the second compartment, and the fourth valve part is closed to block the second compartment from the outside. Ventilation method using a continuous ventilation system for railway vehicles.
A bellows pipe communicating with the interior and exterior of the railway vehicle;
It is provided in close contact with the inside of the bellows pipe to divide it into first and second compartments, and reciprocates left and right in a certain section by a linear motor so that the volume of the first and second compartments increases on one side and decreases on the other side. Including the driving body,
In accordance with the change in the volume of the first and second compartments of the bellows pipe by the driving of the driving body, air supply and exhaust to the inside and outside are made,
When the volume of the second compartment is reduced by the driving of the driving body, the third valve provided in the second compartment is closed to block the exhaust of indoor air, and the fourth valve is opened to allow the air inside the second compartment to the outside. exhausted with
The second valve unit provided in the first compartment whose volume is increased by the driving of the driving body is opened to supply external air to the first compartment, and the first valve unit is closed to block the first compartment from the room. Ventilation method using a continuous ventilation system for railway vehicles.

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