JPH07100441B2 - Ventilation system for vehicles - Google Patents

Description

Detailed Description of the Invention

The present invention relates to a ventilation device for a passenger compartment of a railway vehicle, for example.

[0002]

2. Description of the Related Art The first prior art is shown in FIG. 2. Description of the Related Art In a vehicle for a Shinkansen or the like, an air supply device 2 that takes in outside air into a passenger compartment 1 that is a passenger compartment, and an exhaust device 3 that exhausts dirty air in the passenger compartment 1 to the outside of the vehicle are provided, and the air supply device 2 is also provided.
An air conditioner 4 is interposed between the room 1 and the cabin 1 to adjust the temperature of the outside air introduced by the air supply device 2. An exhaust device for the toilet may be provided separately. The air supply device 2 and the exhaust device 3 have a configuration in which a fan is driven by a motor. In some cases, the air supply / exhaust devices 2 and 3 are integrated, and one air supply / exhaust fan drives each fan for air supply and exhaust. The supply amount and the exhaust amount are adjusted by the fixed throttle 5 provided at the outlet of the exhaust device 3, and the throttle 5 may be provided on the supply side.

In such a prior art, since the passenger compartment 1 communicates with the outside of the vehicle, when the vehicles travel at high speed in the tunnel or pass each other in the tunnel, the pressure in the passenger compartment, that is, the passenger compartment suddenly changes, Passengers and occupants experience ear discomfort, referred to as "ear ears." It is known that the reason is that when a vehicle travels in a tunnel at high speed or passes each other in the tunnel, the pressure outside the vehicle changes abruptly, and this effect causes the pressure inside the vehicle to change abruptly. ing.

A second prior art technique that solves this problem is shown in FIG. This prior art is similar to the first prior art shown in FIG. 21, and corresponding parts bear the same reference numerals. Further, in this prior art, dampers 6 and 7 as shutoff devices are provided in series with the air supply and exhaust devices 2 and 3, respectively. The dampers 6, 7 are actuators 8, 9
It is driven by and can take a fully open position and a fully closed position. The actuators 8 and 9 are pneumatic cylinders,
It is realized by a combination with an electromagnetic valve that supplies compressed air to the pneumatic cylinder, and the connection state of the electromagnetic valve is switched by a signal from the control circuit 10 to operate the pneumatic cylinder and drive the dampers 6 and 7. Actuator 8, 9
May be a motor or a hydraulic cylinder instead of a pneumatic cylinder. The tunnel sensor 11 detects a tunnel.

When the vehicle is passing through the light section outside the tunnel, the dampers 6 and 7 are in the fully open position, and the passenger compartment 1 is normally ventilated by the air supply device 2 and the exhaust device 3.

When the vehicle enters the tunnel, the tunnel sensor 11 detects it, and the control device 10 controls the tunnel sensor 1
In response to the output of 1, the actuators 8 and 9 are operated,
Set the dampers 6 and 7 to the fully closed position. The fans of the air supply / exhaust devices 2 and 3 are always in operation, and when the dampers 6 and 7 are in the fully closed position, the passenger compartment 1 is shut off from the outside air. When the vehicle enters the tunnel, the pressure outside the vehicle, and hence the pressure inside the vehicle, decreases,
There is a prior art in which a pressure gauge for detecting this pressure is used instead of the tunnel sensor.

According to the prior art shown in FIG. 22, even if the vehicles pass each other in the tunnel, the pressure change outside the vehicle does not reach the inside of the vehicle, so that the ears of passengers and occupants do not feel uncomfortable. . On the other hand, if the tunnel is long or there are a series of short lighted tunnels, the interior of the passenger compartment 1 will be closed for a long time due to the dampers 6 and 7 being fully closed. This pollutes the air inside the vehicle and causes hygiene problems. The source of contamination is the main carbon dioxide CO _2, according to one calculation, after the deadline, carbon dioxide concentration in about 3 minutes is greater than 2000 ppm.

A third prior art for solving such a problem is configured by providing the dampers 6 and 7 with stoppers so as not to be fully closed in the configuration of FIG. Alternatively, in another prior art, the actuators 8 and 9 are servo-operated so that the dampers 6 and 7 can be held at a narrowed opening before fully closed. In the servo configuration, an opening detector that detects the openings of the dampers 6 and 7 is provided.

In such a third prior art, even when a vehicle in a tunnel passes each other, it is possible to reduce the influence of the pressure fluctuation outside the vehicle on the pressure inside the vehicle, that is, the fluctuation while performing ventilation. In such prior art,
It is necessary to determine the size of the throttle openings of the dampers 6 and 7 so that the vehicle interior pressure does not fluctuate as much as possible and that the vehicle interior air is not contaminated. That is, it is necessary to determine the size of the throttle opening so that the fluctuation of the vehicle interior pressure is below a certain allowable value and the contamination of the vehicle interior air is within the allowable limit. Further, considering that the airtightness of the vehicle is affected by the secular change and the airtightness decreases as the vehicle ages, it is difficult to determine the optimum aperture size.

A fourth prior art for solving the above-mentioned disadvantages of the first and second prior arts is disclosed in, for example, Japanese Patent Laid-Open No. 63-1.
99170. In this prior art, in the passage communicating the inside and outside of the air supply device and exhaust device provided in the passenger compartment,
Arranged pressure relief means having a baffle made of an elastic body,
When the impact pressure of the air outside the vehicle reaches, the baffle blocks the passage and is configured to mitigate the pressure impact from entering the vehicle.

The fourth prior art as described above has an effect of alleviating a sudden pressure change, but cannot prevent a pressure change inside the vehicle with respect to a relatively slow pressure change outside the vehicle. That is, since the passage communicating between the inside and outside of the vehicle cannot be closed against a relatively slow pressure change outside the vehicle such that the baffle plate made of an elastic body is not sufficiently displaced, the outside pressure remains unchanged. Affects vehicle interior pressure. In the case of an older vehicle having a reduced airtightness, the baffle plate made of this elastic body is useless, and the fluctuation of the vehicle interior pressure cannot be prevented.

The above-mentioned first to fourth prior arts are effective to some extent when the speed of the vehicle is not so high. In other words, when the vehicle speed is, for example, about 200 km / h or less, the fluctuation of the pressure outside the vehicle is relatively small, and therefore the fluctuation of the pressure inside the vehicle is not so large. However, in recent years, the speed of vehicles has tended to increase, and for example, TGV in France exceeds 500 km / h, and even in Japan, it is about to exceed 350 km / h on a trial basis. Generally, it is said that the magnitude of the fluctuation of the vehicle exterior pressure is proportional to the square of the vehicle speed. For example, in the case of a vehicle of 350 km / h, the variation value of the vehicle exterior pressure is () as compared with the case of a conventional vehicle of 200 km / h. 350/200) ² = 3.1 times.

[0013]

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems of the prior art. For example, even in a vehicle traveling at a high speed in a tunnel, the cleanliness of the air inside the vehicle can be improved. To provide a ventilation device for a vehicle that can suppress fluctuations in vehicle interior pressure while suppressing fluctuations in vehicle interior pressure even when airtightness inside the vehicle decreases due to aging of the vehicle. Is.

[0014]

According to the present invention, an air supply passage and an exhaust passage are provided in a vehicle compartment of a vehicle, and an air supply fan 17 for sucking the atmosphere into the vehicle compartment is provided in the air supply passage. An air supply valve 18 is provided in series with the air fan, an exhaust fan 19 for exhausting air in the vehicle compartment is provided in the exhaust passage, and an exhaust valve 20 is provided in series with the exhaust fan and provided in the vehicle compartment of the vehicle. And an in-vehicle pressure sensor 23 for detecting the in-vehicle pressure
And the primary delay circuit 26 to which the output of the in-vehicle pressure sensor 23 is given, and the output of the in-vehicle pressure sensor 23 and the primary delay circuit 2
The first subtraction circuit 29 for obtaining the difference from the output of 6 and the output of the first subtraction circuit 29, and when the output of the first subtraction circuit 29 is zero, the maximum value V31 is derived and the first value When the output of the subtraction circuit 29 is within the first range of the positive and negative first and second predetermined values VA31, VB31; VC31, a smaller value is derived as the output of the first subtraction circuit 29 approaches zero. When the output of the first function generation circuit 31 whose output remains zero outside the range of 1 and the output of the first subtraction circuit 29 and the output of the first subtraction circuit 29 is zero, the absolute value is maximum. If a certain negative maximum value V32 is derived and the output of the first subtraction circuit 29 is within the second range of the positive and negative third and fourth predetermined values VA32, VB32; VC33,
As the output of the first subtraction circuit 29 approaches zero, a negative value whose absolute value is small is derived, and outside the second range, the output of the second function generation circuit 32 whose output remains zero and the in-vehicle pressure sensor 23. A time change rate calculation circuit 34 for differentiating the output;
A second subtraction circuit 36 for obtaining a difference between respective outputs of the function generation circuit 31 and the time change rate calculation circuit 34, and a second function generation circuit 3
2 and the third subtraction path 37 for obtaining the difference between the outputs of the time change rate calculation circuit 34 and the output of the second subtraction circuit 37. When the output of the first function generating circuit 31 is larger than the output, the air supply valve drive means 38, 39b, 47 for decreasing the opening degree, and the third
In response to the output of the subtraction circuit 37, the exhaust valve 20 is driven,
When the absolute value of the output of the second function generation circuit 31 is larger than the output of the time change rate calculation circuit 34, the driving means 39, 41, 52 of the exhaust valve 20 for increasing the opening degree and the outside of the vehicle cabin. An exterior pressure sensor 24 that is provided and detects the exterior pressure
In response to the outputs of the vehicle interior pressure sensor 23 and the vehicle exterior pressure sensor 24, when the pressure difference between the vehicle interior pressure and the vehicle exterior pressure is equal to or greater than a predetermined value, the intake valve 18 and the exhaust valve 20 are forced to be fully closed. A ventilation device for a vehicle, comprising: Further, according to the present invention, an atmosphere opening passage 21 that communicates with the atmosphere is provided in the passenger compartment, and an atmosphere opening valve 22 is provided in the atmosphere opening passage 21 to detect that the vehicle is traveling in a tunnel. 25, and means for fully closing the atmosphere opening valve 22 in response to the output of the tunnel sensor 25.

[0015]

[0016]

In the air supply passage provided in the vehicle compartment of the vehicle, the air supply fan 17 and the air supply valve 18 are provided in series, and in the exhaust passage 16 provided in the vehicle compartment, the exhaust fan 19 and the exhaust valve 2 are provided.
0 is provided in series and an in-vehicle pressure sensor 23 for detecting the pressure in the vehicle interior of the vehicle is provided. The time change rate of the in-vehicle pressure, that is, the pressure change rate of the in-vehicle pressure is calculated by the time change rate calculation circuit 34. The air supply valve 18 and the exhaust valve 20 are determined by the outputs of the in-vehicle pressure sensor 23 and the time change rate calculation circuit 34 so as to prevent a person in the vehicle from feeling uncomfortable such as "ear ears". Control each.
In the non-obstructive area where humans do not experience discomfort such as "ear stuffing", the time change rate of the in-vehicle pressure is smaller as the difference between the pressure of the human respiratory system and the pressure that the ear receives from the outside is larger. However, it is known that discomfort is likely to occur. The air supply valve 18 and the exhaust valve 20 are controlled so as not to cause such discomfort. Particularly according to the present invention, the in-vehicle pressure sensor 23
Is given to the first-order delay circuit 26, the output of the first-order delay circuit 26 is given to the first subtraction circuit 29, and the output of the in-vehicle pressure sensor 23 is also given to the subtraction circuit 29. The output of the 1-subtraction circuit 29 is the first and second
In-vehicle pressure sensor 2 provided to function generation circuits 31 and 32
The limit range of the rate of change of the in-vehicle pressure corresponding to the detected pressure of No. 3 is determined by the first and second function generating circuits 31 and 32, and thus the gentle fluctuation of the in-vehicle pressure can be eliminated. Further according to the present invention, the output of the in-vehicle pressure sensor 23 is given to the time change rate calculation circuit 34 and differentiated,
Since the output of the time change rate calculation circuit 34 is given to the second and third subtraction circuits 36 and 37 to be calculated, it is possible to suppress a large change in the time change rate of the vehicle interior pressure.

[0017]

Further, according to the present invention, the vehicle exterior pressure is detected by the vehicle exterior pressure sensor, and when the pressure difference between the vehicle interior pressure and the vehicle exterior pressure becomes large and becomes a predetermined value or more, the intake valve and the exhaust valve are completely turned on. Force to close. As a result, even if the vehicle pressure suddenly fluctuates greatly when the vehicle passes each other at a high speed in a tunnel, for example, it is possible to prevent fluctuations in the vehicle interior pressure,
It is possible to reliably prevent unpleasant sensations such as "ear ears."

That is, when the pressure difference between the vehicle interior pressure and the vehicle exterior pressure increases, the time rate of change of the vehicle interior pressure also increases, and the phenomenon of "earing" occurs. There is an operation delay in the control system that controls the air supply valve and the exhaust valve, so it would be too late if the air supply valve or the exhaust valve was controlled after the vehicle interior pressure was detected by the vehicle interior pressure sensor. Eventually, it causes the "ear ears" phenomenon. Therefore, as described above, when the pressure difference between the vehicle interior pressure and the vehicle exterior pressure becomes large, in advance,
The air supply valve and the exhaust valve are fully closed, the air passages outside and inside the vehicle are blocked, and fluctuations in the pressure outside the vehicle are prevented from entering the inside of the vehicle, thereby preventing the occurrence of "ear deafening".

Further, according to the present invention, it is detected by the tunnel sensor that the vehicle is traveling in the tunnel, and at this time, the atmosphere release valve is fully closed, and when the vehicles pass each other at a high speed in the tunnel. Be sure to prevent the phenomenon of "ear ears." The air supply valve and the exhaust valve may be flow rate control valves whose opening can be controlled, or may be open / close valves that take only a fully closed and a fully open position.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an overall system diagram of an embodiment of the present invention. An air supply passage 15 and an exhaust passage 16 are connected to a passenger compartment 14 of a vehicle 13 such as a railway vehicle. An air supply fan 17 for sucking the atmosphere into the passenger compartment 14 is provided in the passenger air passage 15. An air supply valve 18 is provided in series with the air supply fan 17. The exhaust passage 16 is provided with an exhaust fan 19 for exhausting the air in the passenger compartment 14 to the outside.
An exhaust valve 20 is provided in series with 9. The air supply valve 18 and the exhaust valve 20 are arranged on the upstream side of the air supply fan 17 and the exhaust fan 19, respectively, whereby the fans 17, 1 when the valves 18, 20 are throttled.
The increase of the power of 9 is suppressed, and the energy saving effect is good.

The passenger compartment 14 is also provided with an atmosphere release passage 21 communicating with the atmosphere, and an atmosphere release valve 22 is interposed in this atmosphere release passage 21. These valves 18, 20, 22
The opening can be adjusted like a damper.

Inside the passenger compartment 14, an in-vehicle pressure sensor 23 for detecting the pressure in the passenger compartment 14 is provided. Vehicle 13
The vehicle exterior pressure sensor 24 that detects the vehicle exterior pressure is provided outside the vehicle. Furthermore, the vehicle 13 is provided with a tunnel sensor 25. This tunnel sensor 25
Vehicle 13 has entered the tunnel, hence vehicle 1
3 detects that it is traveling in a tunnel. The tunnel sensor 25 may be configured to detect the traveling position of the vehicle 13 and thereby detect the position of the tunnel, or alternatively, a transmitter provided at the entrance of the tunnel and a receiver provided at the vehicle 13. And the receiver may receive the electromagnetic wave of the transmitter. These valves 1
8, 20, 22 are driven by actuators 47, 52, 61 shown in FIG. 2 described later. The actuators 47, 52, 61 constitute a servo system, and the valve 1
It includes a detector that detects each opening of 8, 20, and 22, and a servo system that is driven so that the output from the detector matches the opening indicated by the opening command signal. Although a servo motor may be used for the servo system, an induction motor such as a capacitor motor may be used. Instead of the motor, a hydraulic servo valve and a hydraulic cylinder are used to drive the actuator 4
You may comprise 7,52,61. Furthermore, as these actuators 47, 52, 61, a pneumatic actuating valve used for process control, and the valve 1
It may be realized by a positioner that drives 8, 20, 22.

FIG. 2 is a block diagram showing the electrical construction of the embodiment shown in FIG. The output of the in-vehicle pressure sensor 23 is given to the first-order delay circuit 26 via the line 27. This first-order delay circuit 26 has a transfer function of 1 / (1 + TM
• s), where TM is the time constant and s is the Laplace operator. The first-order lag circuit 26 can be configured by an operational amplifier circuit, a capacitor, and a resistor, or may be realized by executing a computer program. This first-order delay circuit 26 has a line 27
When the signal shown in FIG. 3 (1) is input, the output is output to the line 28 with the waveform shown in FIG. 3 (2).

The subtraction circuit 29 subtracts the output of the primary delay circuit 26 via the line 28 from the output of the vehicle interior pressure sensor 23 via the line 27,
It is given to two function generating circuits 31 and 32. Subtraction circuit 29
May be configured by combining an operational amplifier circuit and a resistor, or may be realized by executing a program using a computer.

One of the function generating circuits 31 has the input / output characteristics shown in FIG. The function generating circuit 31 derives the maximum value V31 from the output when the input is zero, that is, when the openings of the valves 18 and 22 are values corresponding to full opening. When the input deviates to the positive or negative, the output decreases linearly in proportion to the range, and the range where the input exceeds VA31 and VB3.
When less than 1, the output remains zero. The other function generating circuit 32 has the input / output characteristics shown in FIG. When the input is zero, a negative value V32 having the maximum absolute value is derived, and when the input deviates to the positive or the negative, the absolute value of the output decreases, and the range where the input exceeds VA32, and VB
In the range below 32, the output remains zero. Such function generating circuits 31 and 32 can be configured by an operational amplifier circuit, a resistor and a diode, or can be realized by executing a program of a computer.

The output derived from the in-vehicle pressure sensor 23 to the line 27 is a time change rate calculating circuit 3 having a differentiating function.
4, the time change rate of the vehicle interior pressure, that is, the pressure change rate is calculated and obtained. Such a circuit 34 is a PID controller D for process control.
It can be composed of (differential) elements. Analog PI
In the case of a D controller, the D element can be configured by an operational amplifier circuit, a resistor, and a capacitor, and achieves a differentiating function only in a certain frequency band determined by the values of the resistor and the capacitor, and in other frequency bands. Does not achieve the differentiation function,
A so-called partial differentiator is configured, and at this time, each value of the resistor and the capacitor may be adjusted so that the frequency band in which the differentiating function is achieved has a value at which the present invention is implemented.
It is also possible to realize the circuit 34 by a program. At this time, the input signals to the circuit 34 at the timing times i and i−1 are x (i) and x (i−1), and the circuit 3
When the output of 4 is Δx (i),

[0028]

## EQU1 ## Δx (i) = x (i) -x (i-1) That is, the circuit 34 derives the output Δx (i) which is the difference.

The output of the time change rate calculation circuit 34 is the coefficient unit 3
5 and its output magnitude is adjustable. The coefficient unit 35 may be provided in the preceding stage of the time change rate calculation circuit 34.

The subtraction circuit 36 is a function generation circuit 31 on one side.
Change rate calculation circuit 34 from the output of
Is subtracted and given to the PI control circuit 38. Another one
One subtraction circuit 37 subtracts the output of the function generation circuit 32 from the output of the time change rate calculation circuit 34 via the coefficient multiplier 35, and supplies the subtracted output to another PI control circuit 89. The PI control circuits 38 and 89 receive P (proportional) and I of the input signal.
Performs (integration) operation. Such PI control circuits 38, 8
9 may be used for process control, or may be realized by executing a computer program.

The output of one PI control circuit 38 is given to the first and second limiters 39b and 40, and the other one.
The outputs of the two PI control circuits 89 are given to the third and fourth limiters 41 and 42, respectively. First limiter 39b
Has the input / output characteristics shown in FIG. The output increases as the input signal increases from zero, and even if the input signal exceeds a certain fixed value S1 and becomes large, the output signal remains at the upper limit value V39. Second limiter 4
0 has the input / output characteristics shown in FIG. 6 (2), the output is zero when the input is less than the constant value S1, and when the input signal becomes S1 or more, the output increases in proportion to the upper limit value V40.
Leading to.

The third limiter 41 has the input / output characteristics shown in FIG. 7A. When the input signal is less than E1, the output is proportional to the input signal and the output has the upper limit value V41. The fourth limiter 42 has the input / output characteristics shown in FIG. 7 (2). When the input signal is less than E1, the output is zero, and when the input signal is E1 or more, the output has the upper limit value V42.

The output of the first limiter 39 is applied to the individual contact 44 of the changeover switch 43, and the voltage zero is applied to the other individual contact 45, which corresponds to the fully closed state of the air supply valve 18. To do. Common contact 4 of changeover switch 43
The output of 6 is given to the actuator 47, and the actuator 47 drives the air supply valve 18 so that the opening degree corresponds to the input voltage.

Similarly, the output of the third limiter 41 is applied to the individual contact 49 of the changeover switch 48, the other individual contact 50 is grounded to zero voltage, and the common contact 5
The output from 1 is applied to the actuator 52. The actuator 52 drives the exhaust valve 20 so that the opening degree corresponds to the input voltage.

A signal representing the pressure outside the vehicle 13 detected by the vehicle exterior pressure sensor 24 is applied to a subtraction circuit 54, which subtracts the output of the vehicle interior pressure sensor 23 from the output of the vehicle exterior pressure sensor 24. And supplies it to the pressure switch circuit 53. The pressure switch circuit 53 has the input / output characteristics shown in FIG. The input signal supplied from the subtraction circuit 54 is U1 to U2 as shown in FIG.
, The output is zero, whereby the common contacts 46, 51 of the changeover switches 43, 48 are switched to one of the individual contacts 44, 49 to conduct. The pressure switch circuit 53 derives an output signal having a high-level voltage V53 when the signal input thereto is equal to or higher than U1 or lower than U2, whereby the common contacts 46 and 51 of the changeover switches 43 and 48 are individually separated. Contacts 45, 50
Conduct to. The output of the pressure switch circuit 53 and the output of the tunnel sensor 25 are also given to the OR circuit 71, and the output changes the switching state of the changeover switch 57. When the output of the pressure switch circuit 53 is V53, or the vehicle 13 is detected by the tunnel sensor 25.
When at least one of when it is detected that the vehicle is traveling in a tunnel, the common contact 60 of the changeover switch 57 is conducted to the individual contact 59, and at the other time, it is conducted to the individual contact 58.

The outputs of the second and fourth limiters 40 and 42 are given to the signal selection circuit 56. The signal selection circuit 56 derives the smaller one of the outputs of the limiters 40 and 42 and supplies it to the individual contact 58 of the changeover switch 57. The specific configuration of the signal selection circuit 56 is shown in FIG. The signal selection circuit 56 includes an operational amplifier circuit 6
2 and diodes 63 and 64, and resistors 65, 66 and 67 having the same resistance value. The actuator 61 drives the atmosphere release valve 22 so that the opening degree corresponds to the input voltage.

Prior to the description of the operation of the embodiment of the present invention shown in FIGS. 1 to 9, referring to FIGS.
The cause of the "ear deafening" of the person in the cabin 14 will be described. As shown in FIG. 10, the cause of the “ear twitching” phenomenon is that the pressure difference between the human respiratory system pressure and the pressure that the ear receives from the outside, as shown on the horizontal axis of FIG.
It is known that the time change rate of the in-vehicle pressure shown on the vertical axis of FIG. 10, that is, the pressure change rate is involved. The shaded region below the line 62 is a region where there is no hindrance to "feeling of ear", and the region above the line 62 is an uncomfortable region where discomfort occurs. When the difference between the pressure in the human respiratory system and the pressure the ear receives from the outside is small,
The time change rate of the pressure at which "ear tongue" is felt is large, and when the difference is large, the time change rate of the pressure at which "ear tongue" is felt becomes small. In other words, the phenomenon that causes "ear twitching" is caused by the rate of change in pressure over time, but the unaffected region is the difference between the pressure in the human respiratory system where the pressure change occurs and the pressure received from the outside. Depends on. Therefore, in the non-obstructive area below the line 62 in FIG.
8 and the exhaust valve 20 must be controlled to control the pressure inside the passenger compartment 14.

FIG. 11 is a diagram for explaining the characteristics of the function generating circuits 31, 32 based on FIG. 10 described above.
The horizontal axis of FIG. 11 represents the vehicle interior pressure of the passenger compartment 14, and the vertical axis represents the vehicle interior pressure change speed, that is, the time change rate of the vehicle interior pressure. The lines 63 and 64 are lines corresponding to the line 62 of FIG. 10 in which the phenomenon of “ear twitching” occurs, and in the present invention, in order to prevent the unpleasant sensation from occurring, the function generating circuit 31 does not have a line in FIG. 4 is defined in correspondence with the range shown by lines 65 and 66 in FIG. 6, and the characteristic shown in FIG. 5 is defined in the function generating circuit 32 corresponding to lines 67 and 68. In order not to cause "earing" discomfort, the valves 18, 20, 32 are controlled such that there is in-vehicle pressure in the area indicated by lines 65-68.

The output of the tunnel sensor 25 and the output of the pressure switch 53 are given to the OR circuit 71 as described above. The output of the OR circuit 71 causes the changeover switch 5
The switching state of 7 is changed. Tunnel sensor 2
When it is detected that the vehicle is not traveling in the tunnel by 5 or when the output of the pressure switch circuit 53 is zero, the common contact 60 of the changeover switch 57 remains conductive to the individual contact 58. As described above, when the tunnel sensor 25 detects that the vehicle is traveling in the tunnel, or when the output V53 is derived from the pressure switch 53, the common contact 60 of the changeover switch 57 is changed over to the individual contact 59. As a result, the actuator 61 forces the atmosphere release valve 22 to be in a fully closed state.

The operation will be described with reference to FIGS. In these operations of FIGS. 12 to 14, the differential pressure between the vehicle interior pressure and the vehicle exterior pressure is small within the range of pressures U1 to U2 set by the pressure switch 53, and the vehicle is traveling outside the tunnel. Therefore, it is assumed that the changeover switches 43, 48, 57 are electrically connected to the individual contacts 44, 49, 58. It is assumed that the pressure detected by the in-vehicle pressure sensor 23 is a positive pressure as indicated by the line 72 in FIG. 12 (1) and the in-vehicle pressure changes in the increasing direction. The output of the first-order delay circuit 26 is as shown by the line 73 in FIG. 12 (1), and therefore the output of the subtraction circuit 29 is as shown in FIG. 12 (2). Therefore, the output waveform of the function generating circuit 31 is shown in FIG.
As shown in (3), the output waveform of the other function generating circuit 32 is a waveform obtained by inverting the waveform of the function generating circuit 31 described above, and is as shown in FIG. 12 (4). . The waveform derived from the time change rate calculation circuit 34 via the coefficient unit 35 is as shown in FIG. When the time change rate of the vehicle interior pressure in the passenger compartment 14 becomes positive, the air supply valve 18 is set to the position shown in FIG.
As shown in (6), the exhaust valve 2 is fully closed at this time.
0 remains fully open as shown in FIG. 12 (7), and the atmosphere opening valve 22 is fully closed as shown in FIG. 12 (8). Thus, the air supply valve 18 is closed to prevent an increase in the vehicle interior pressure, and the atmosphere release valve 22 is closed. At this time, the exhaust valve 20 is arranged to prevent the air in the passenger compartment 14 from being polluted by carbon dioxide gas. Is open to.

In the range of t4 from time t2 to t3,
The pressure in the passenger compartment 14 drops, and at this time, the atmosphere release valve 22
Is fully closed, and the exhaust valve 20 is fully closed, so that the pressure inside the vehicle is prevented from decreasing, and at this time, the air supply valve 18 is opened and the air in the passenger compartment 14 is prevented from being polluted. .
In this way, the increase and decrease of the pressure inside the vehicle are suppressed, and it is possible to prevent the generation of discomfort for the person in the passenger compartment 14 that causes the phenomenon of "ear loss".

Further, as shown in FIG. 13, the fluctuation of the pressure detected by the in-vehicle pressure sensor 23 is shown in FIG.
13 (1), the output of the in-vehicle pressure sensor 23 is as shown in FIG. 13 (1), and the output derived from the subtraction circuit 29 to the line 30 is as shown in FIG. 13 (2). Yes, this allows each function generation circuit 3
Waveforms derived from 1, 32 are shown in FIG.
3 (4). The output derived from the time change rate calculation circuit 34 through the coefficient unit 35 is shown in FIG.
(5) has the waveform shown in FIG.
As shown in FIG. 13 (6), the exhaust valve 20 is
As shown in (7), the atmosphere release valve 22 is also shown in FIG.
It operates as shown in (8). When the pressure increase in the passenger compartment 14 is slight, the opening degree of the air supply valve 18 is only reduced as shown in FIG. 13 (6), and the exhaust valve 20 is not fully closed. The opening is narrowed like 13 (7), and the valve cannot be fully closed. The atmosphere release valve 22 is shown in FIG.
As indicated by 3 (8), the intake valve 18 and the exhaust valve 20 are kept in the fully closed state during the operation thereof.

Further referring to FIG. 14, the pressure in the passenger compartment 14 detected by the in-vehicle pressure sensor 23 is shown in FIG.
A case in which the value is lowered as shown in FIG. Subtraction circuit 2
The output having the waveform shown in FIG. 14 (2) is derived from 0 to the line 30, whereby the function generating circuit 31,
Outputs having waveforms shown in FIGS. 14 (3) and 14 (4) are derived from 32. When the time change rate calculation circuit 34 derives the waveform shown in FIG. 14 (5) through the coefficient unit 35, and when the pressure in the passenger compartment 14 is reduced by this, the air supply valve 18 is shown in FIG. 14 (6). As shown in FIG. 14, the air is taken into the passenger compartment 14, and the exhaust valve 20 is opened during the period from time t5 to time t6.
It is narrowed down as shown in (7). Also, from time t6 to t7
When the pressure in the passenger compartment 14 changes in the increasing direction as shown by, the intake valve 18 is throttled as shown in FIG. 14 (6), and the exhaust valve 20 is fully opened as shown in FIG. 14 (7). It is said that When the air supply valve 18 and the exhaust valve 20 are controlled,
The atmosphere open valve 22 is kept in a fully closed state as shown in FIG. 14 (8).

The atmosphere opening valve 22 is kept in the fully opened state when the air supply valve 18 and the exhaust valve 20 are fully opened, whereby the pressure difference between the pressure inside the passenger compartment 14 and the pressure outside the vehicle can be eliminated. Therefore, the vehicle interior pressure in the passenger compartment 14 is made equal to the vehicle exterior pressure, and thus, as described with reference to FIG. 10, when the difference between the pressure of the human respiratory system and the pressure that the ear receives from the outside is small, the vehicle interior pressure is reduced. Even if the rate of change over time is large,
It is useful for increasing the margin that causes discomfort such as "ear deafness" of people in the car.

As another embodiment of the present invention, the input / output characteristic of the function generating circuit 31 is set to the characteristic shown in FIG. 15 instead of that shown in FIG. 4, and the output is zero when the input is VC31 or more. To do. The input / output characteristic of the other function generating circuit 32 is the characteristic of FIG. 16 instead of that of FIG. 5, and the output is zero when the input is less than the negative VC33. According to such an embodiment, when the vehicle interior pressure of the passenger compartment 14 is high, the temporal change rate of the vehicle interior pressure is controlled in the negative direction, and the passenger compartment 1
When the vehicle interior pressure of 4 is low, the time change rate of the vehicle interior pressure is controlled in the positive direction. As a result, the in-vehicle pressure is controlled near zero, which has a high margin of the rate of change of the in-vehicle pressure over time.
It is possible to prevent the discomfort of "ear ears" from occurring. In this way, it is possible to effectively suppress the occurrence of discomfort when the vehicle runs at high speed, particularly in a long tunnel or a continuous tunnel with a short light section.

When the vehicle 13 enters a tunnel while the vehicle 13 is running and the tunnel sensor 25 detects that the vehicle 13 is running in the tunnel, the output of the OR circuit 71 causes the common contact 60 of the changeover switch 57 to operate. The zero voltage is applied to the actuator 61 by conducting to the individual contact 59, whereby the atmosphere opening valve 22 is fully closed.
The phenomenon of "earing" is likely to occur when the vehicle 13 passes each other at a high speed in the tunnel, because the pressure outside the vehicle suddenly changes at that time. When the pressure outside the vehicle fluctuates rapidly, it is preferable that the passenger compartment 14 is shut off from the outside, and if not shut off, the change in the pressure outside the vehicle causes a change in the pressure inside the vehicle as it is.
Will cause discomfort. When entering the tunnel, the atmosphere opening valve 22 is fully closed and the atmosphere opening passage 21 is closed to prevent the discomfort from occurring as a preventive measure against the discomfort of "ear ears". Room 14
Is high, and thus the difference between the pressure of the human respiratory system and the pressure that the ears receive from the outside is small as described with reference to FIG. Also tends to cause discomfort. That is, if the difference between the vehicle interior pressure and the vehicle exterior pressure becomes large, even a relatively small pressure fluctuation may cause discomfort. Therefore, if the air supply valve 18 and the exhaust valve 20 are controlled after detecting the vehicle interior pressure by the vehicle interior pressure sensor 23, it will be too late, resulting in discomfort of "ear ears". As the operation delay of such a control system, the actuator 47,
The operation delay of 52 and the I of the PI control circuits 38 and 39, that is, the delay of the integral calculation are included. Therefore, in one embodiment of the present invention, the differential pressure represented by the signal obtained from the subtraction circuit 54 between the vehicle interior pressure sensor 23 and the vehicle exterior pressure sensor 24 is the pressure U1 to the pressure U1 shown in FIG.
When it becomes a large value outside the range of U2, the OR circuit 7
1, the common contact 60 of the selector switch 57 is switched to the individual contact 59 to fully close the atmosphere opening valve 22, and at the same time, the common contacts 46 and 51 of the selector switches 43 and 48 are switched to the individual contacts 45 and 50 to actuate the actuator. 47,52
Thus, the air supply valve 18 and the exhaust valve 20 are fully closed. In this way, the passages 15, 16, 2 connected to the passenger compartment 14
1 is cut off so that fluctuations in the pressure outside the vehicle are prevented from entering the passenger compartment 14 to prevent the occurrence of the "ear ears" phenomenon. In this way, when the pressure outside the vehicle rises or falls and the differential pressure inside the vehicle increases, the valves 18, 20, 22 are forced to be fully closed to prevent fluctuations in the pressure inside the passenger compartment 14 in advance. To prevent the occurrence of discomfort.

FIG. 17 is a block diagram of another embodiment of the present invention. This embodiment is similar to the previous embodiment, and corresponding parts bear the same reference numerals. In the embodiment of FIGS. 1 to 16 described above, the opening degree of the air supply valve 18 and the exhaust valve 20 can be adjusted between fully closed and fully opened, but in this embodiment, the air supply valve 18a and the exhaust valve 18a are adjusted. The exhaust valve 20a can operate only in each of the two states of fully closed and fully opened, and this also applies to the atmosphere opening valve 22a. Actuators 47, 5 for these valves 18a, 20a, 22a
2 and 61 are signal generation circuits 3 having hysteresis characteristics
Operated in response to the outputs from 9a, 41a and 85. The signal generation circuit 39a has the characteristics shown in FIG. 18, and the level of the input signal increases when the air supply valve 18a is in the fully closed state, exceeds the value S1 and reaches the value S11, and is fully opened. After that, when the input signal becomes less than S1, it is in the fully closed state. Similarly, as shown in FIG. 19, the exhaust valve 20a is fully opened when the input signal becomes equal to or more than E11 from the fully closed state, and when the input signal becomes less than E1 after being once fully opened. It will be fully closed. Furthermore, the signal generation circuit 85 is shown in FIG.
As shown in, when the atmosphere release valve 22a is in the fully closed state, the input signal becomes full open when the input signal becomes F11 or more, and when the input signal becomes less than F1 once the full open state occurs. It will be in a closed state. Although such signal generating circuits 39a, 41a, 85 can be realized by using discrete electronic parts, they may be realized by executing a program of a computer.

As still another embodiment of the present invention, when the input signal has a predetermined value, for example, (S1 + S11) / 2 or more, instead of each of the above-mentioned circuits 39a, 41a and 85 having hysteresis characteristics, The signal for fully opening the air supply valve 18a is immediately derived, and once the valve is in the open state, after a predetermined time elapses with the timer from the time when the input signal becomes less than the value (S1 + S11) / 2, the air supply valve 18a is supplied. The air valve 18a can be configured to operate a signal that causes the air valve 18a to be in a fully closed state.

By the structure having such a hysteresis characteristic and the structure including the timer described above, the air supply valve 18 is provided.
a, the exhaust valve 20a and the atmosphere opening valve 22a are prevented from being frequently opened and closed, and at the same time, these valves 18
Since a, 20a, and 22a are only fully closed and fully opened operations, and the throttle opening is not changed, the overall configuration can be simplified.

[0050]

As described above, according to the present invention, the air supply fan 17 and the air supply valve 18 are connected in series in the air supply passage connected to the vehicle compartment, and the exhaust gas connected to the vehicle compartment. An exhaust fan 19 and an exhaust valve 20 are provided in series in the passage, and the pressure inside a vehicle compartment such as a passenger compartment is detected by an in-vehicle pressure sensor 23, and the time change rate of the in-vehicle pressure is calculated. Based on the rate of change over time, the air supply valve 18 and the exhaust valve 20 are provided so that people in the vehicle do not feel uncomfortable.
Is controlled, even if the vehicles pass each other at a high speed in the tunnel, the pressure inside the vehicle is prevented from fluctuating due to the influence, which may cause discomfort for passengers and occupants such as “ear deafening”. It is prevented.

Furthermore, according to the present invention, as described above, the vehicle interior pressure sensor 23 detects the vehicle interior pressure, and the air supply valve 18 and the exhaust valve 20 are controlled respectively. Even if the density is reduced, it is possible to prevent the discomfort of a person in the vehicle.
Particularly, according to the present invention, the output of the in-vehicle pressure sensor 23 is given to the first-order delay circuit 26, the output of the first-order delay circuit 26 is given to the first subtraction circuit 29, and the output of the in-vehicle pressure sensor 23 is given as the first output. The first subtraction circuit 2 is applied to the subtraction circuit.
Since the output of 9 is given to the first and second function generating circuits 31 and 32, the excellent effect of being able to eliminate the gradual fluctuation of the vehicle interior pressure is achieved. Further, as described above, in the present invention, the output of the in-vehicle pressure sensor 23 is given to the time change rate calculation circuit 34, and the output of the time change rate calculation circuit 34 is changed to the second and third subtraction circuits 36 and 37.
Since the detection result of the time change rate of the vehicle interior pressure is negatively fed back, it is possible to suppress a large time change rate variation of the vehicle interior pressure.

[0052]

Furthermore, such a structure according to the present invention is simple and can be realized at low cost.

Further, according to the present invention, not only the pressure sensor inside the vehicle but also the pressure outside the vehicle compartment is detected by the pressure sensor outside the vehicle, and when the differential pressure between the pressure inside the vehicle and the pressure outside the vehicle becomes a predetermined large value, , The air supply valve, the exhaust valve, and the atmosphere release valve interposed in the atmosphere release passage connected to the passenger compartment are adjusted to be fully closed, so that, for example, even if vehicles pass each other at high speed in a tunnel, Be sure to prevent discomfort such as "tsun".

Further, according to the present invention, when it is detected by the tunnel sensor that the vehicle is entering the tunnel and is traveling, the atmosphere release valve provided in the atmosphere release passage connected to the passenger compartment is completely closed. Close to prevent any human discomfort while driving in a tunnel.

[Brief description of drawings]

FIG. 1 is an overall system diagram of an embodiment of the present invention.

FIG. 2 is a block diagram showing an electrical configuration of an embodiment of the present invention.

FIG. 3 is a diagram for explaining the operation of the first-order delay circuit 26.

FIG. 4 is a diagram showing an input / output characteristic of a function generating circuit 31.

FIG. 5 is a graph showing input / output characteristics of the function generating circuit 32.

FIG. 6 is a diagram showing input / output characteristics of first and second limiters 39 and 40.

FIG. 7 is a diagram showing input / output characteristics of third and fourth limiters 41 and 42.

FIG. 8 is a diagram showing input / output characteristics of a pressure switch circuit 53.

9 is an electric circuit diagram showing a specific configuration of a signal selection circuit 56. FIG.

FIG. 10: A region where there is no trouble and “discomfort in the ear” does not occur depending on the difference between the pressure of the human respiratory system and the pressure that the ear receives from the outside, and the temporal change rate of the pressure inside the vehicle. It is a graph which shows the uncomfortable area which produces.

11 is a diagram for explaining the characteristics of the function generating circuits 31 and 32 based on the line 62 shown in FIG.

FIG. 12 is a waveform diagram for explaining an operation when the vehicle interior pressure of the passenger compartment 14 greatly increases.

FIG. 13 is a waveform diagram for explaining an operation when the vehicle interior pressure of the passenger compartment 14 slightly increases.

FIG. 14 is a waveform diagram for explaining the operation when the vehicle interior pressure in the passenger compartment 14 decreases.

FIG. 15 is a diagram showing an input / output characteristic of a function generating circuit 31 according to another embodiment of the present invention.

FIG. 16 is a diagram showing characteristics of a function generating circuit 32 according to another embodiment of the present invention.

FIG. 17 is a block diagram showing an electrical configuration of still another embodiment of the present invention.

FIG. 18 is a diagram showing input / output characteristics of the signal generating circuit 39a.

FIG. 19 is a diagram showing input / output characteristics of the signal generating circuit 41a.

20 is a diagram showing input / output characteristics of the signal generating circuit 85. FIG.

FIG. 21 is a diagram showing a prior art.

FIG. 22 is a diagram showing another prior art.

[Explanation of symbols]

 13 Vehicle 14 Guest Room 15 Air Supply Passage 16 Exhaust Passage 17 Air Supply Fan 18 Air Supply Valve 19 Exhaust Fan 20 Exhaust Valve 21 Atmosphere Release Passage 22 Atmosphere Release Valve 23 Vehicle Pressure Sensor 24 Tunnel Pressure Sensor 25 Tunnel Sensor 26 Primary Delay Circuit 31 , 32 function generation circuit 34 time change rate calculation circuit 35 coefficient circuit 38, 89 PI control circuit 39 first limiter 40 second limiter 41 third limiter 42 fourth limiter 43, 48, 57 changeover switch 47, 52, 61 actuator 53 Pressure switch 71 OR circuit

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Fumihito Kimura Inventor Fumihito Kimura 3-1-1 Higashikawasaki-cho, Chuo-ku, Kobe-shi, Hyogo Kawasaki Heavy Industries, Ltd. Osamu Shimizu (56) (JP, A) JP-A-62-227852 (JP, A) Actual Kaihei 1-142365 (JP, U)

Claims (2)

[Claims] 1. A supply fan and an exhaust passage are provided in a vehicle compartment of a vehicle, and the supply fan 1 sucks the atmosphere into the vehicle compartment in the supply passage.
7, an air supply valve 18 is provided in series with the air supply fan, an exhaust fan 19 for exhausting air in the vehicle compartment is provided in the exhaust passage, and an exhaust valve 20 is provided in series with the exhaust fan. An in-vehicle pressure sensor 23 that is provided in the vehicle interior of the vehicle to detect the in-vehicle pressure, and a first-order delay circuit 2 to which the output of the in-vehicle pressure sensor 23 is given
6, a first subtraction circuit 29 for obtaining the difference between the output of the in-vehicle pressure sensor 23 and the output of the first-order delay circuit 26, and the first subtraction circuit 2 in response to the output of the first subtraction circuit 29.
When the output of 9 is zero, the maximum value V31 is derived, and the output of the first subtraction circuit 29 is within the first range of positive and negative first and second predetermined values VA31, VB31; VC31. In response to the output of the first subtraction circuit 29 and the output of the first subtraction circuit 29, a small value is derived as the output of the first subtraction circuit 29 approaches zero, and the output remains zero outside the first range. The first subtraction circuit 2
When the output of 9 is zero, a negative maximum value V32 having the maximum absolute value is derived, and the output of the first subtraction circuit 29 has positive and negative third and fourth predetermined values VA32, VB3.
2; within the second range of VC33, the first subtraction circuit 29
Of the second function generating circuit 32, which derives a negative value whose absolute value is smaller as the output of the output approaches zero, and the output remains zero outside the second range, and a time change that differentiates the output of the in-vehicle pressure sensor 23. The rate calculation circuit 34, the second subtraction circuit 36 for obtaining the difference between the outputs of the first function generation circuit 31 and the time change rate calculation circuit 34, and the second function generation circuit 32 and the time change rate calculation circuit 34. In response to the output of the second subtraction circuit 37 and the third subtraction path 37 for obtaining the output difference, the air supply valve 18 is driven to output the output of the first function generation circuit 31 rather than the output of the time change rate calculation circuit 34. Is larger, the exhaust valve 20 is driven in response to the outputs of the air supply valve driving means 38, 39b, 47 for decreasing the opening and the third subtraction circuit 37, and the output of the time change rate calculation circuit 34 When the absolute value of the output of the second function generating circuit 31 is large, Each of the driving means 39, 41, 52 of the exhaust valve 20 for increasing the degree, the outside pressure sensor 24 provided outside the vehicle interior of the vehicle for detecting the outside pressure, and the inside pressure sensor 23 and the outside pressure sensor 24. A ventilating device for a vehicle, comprising means for responding to the output and forcing the air supply valve 18 and the exhaust valve 20 to be fully closed when the pressure difference between the vehicle interior pressure and the vehicle exterior pressure is a predetermined value or more. . 2. An atmosphere release passage 21 communicating with the atmosphere is provided in a vehicle compartment, and the atmosphere release valve 2 is provided in the atmosphere release passage 21.
2, a tunnel sensor 25 for detecting that the vehicle is traveling in a tunnel, and an atmosphere release valve 22 in response to the output of the tunnel sensor 25.
2. The vehicle ventilation device according to claim 1, further comprising means for fully closing.