JPH04102700A - Underground railroad train wind reduction device - Google Patents
Underground railroad train wind reduction deviceInfo
- Publication number
- JPH04102700A JPH04102700A JP21938490A JP21938490A JPH04102700A JP H04102700 A JPH04102700 A JP H04102700A JP 21938490 A JP21938490 A JP 21938490A JP 21938490 A JP21938490 A JP 21938490A JP H04102700 A JPH04102700 A JP H04102700A
- Authority
- JP
- Japan
- Prior art keywords
- station
- train
- air supply
- subway tunnel
- fan
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000001514 detection method Methods 0.000 claims description 17
- 238000009423 ventilation Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 230000003247 decreasing effect Effects 0.000 description 3
- 230000004913 activation Effects 0.000 description 2
- 238000004378 air conditioning Methods 0.000 description 2
- 238000007664 blowing Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
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- Ventilation (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、地下鉄道の列車風低減装置に係り、特に列車
が地下鉄駅構内に侵入又は退出する時に発生する列車風
の低減装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a device for reducing train wind in an underground railway, and particularly to a device for reducing train wind that occurs when a train enters or exits a subway station.
〔従来の技術］
地下鉄道に於いては、列車により発生する列車風はトン
ネル内あるいは、トンネルと連通ずる駅構内の端に設け
らた大気側との通気孔で低減させるか、トンネル内の換
気風速を上げ、列車風の影響を下げるようにしている。[Prior art] In underground railways, the train wind generated by trains is reduced by ventilation holes that connect to the atmosphere inside the tunnel or at the end of the station premises that communicate with the tunnel, or by ventilation in the tunnel. The wind speed is increased to reduce the effect of train wind.
しかし、このような構成にあっては、前者の通気孔の対
策では列車風自身による換気に頼っている為、列車から
発生した熱を排気するには不十分てあり、又、大深度の
地下鉄道では地上まて０通気孔が長くなり充分な大きさ
の通気孔が構築できなし１と、風の抵抗が増え、大気側
に開放しきれない。又地上での用地確保の問題も生じる
。後者の換気風速を上げる方法では換気設備規模が大と
なり建設費の増大と運転費の増大を伴う。However, in such a configuration, the former ventilation hole countermeasure relies on ventilation by the train wind itself, which is insufficient to exhaust the heat generated from the train. On roads, the ventilation holes become long at ground level, making it impossible to construct a sufficiently large ventilation hole, increasing wind resistance and making it impossible to fully open to the atmosphere. There will also be the issue of securing land on the ground. The latter method of increasing the ventilation wind speed increases the scale of the ventilation equipment, resulting in increased construction and operating costs.
本発明は、このような事情に鑑みてなされたもので、簡
単な設備で地下鉄道の列車風を低減させることが出来る
地下鉄道の列車風低減装置を提案することを目的として
しする。The present invention has been made in view of the above circumstances, and an object of the present invention is to propose a train wind reduction device for an underground railway that can reduce train wind on an underground railway with simple equipment.
口課題を解決する為の手段二
本発明は、前記目的を達成する為に、地下鉄トンネル内
で駄犬口の近傍に設けられた排気ファンと、地下鉄トン
ネル内で訳出口の近傍に設けられた送気ファンと、地下
鉄トンネル内に設けられ駅に侵入する列車を検知する検
出手段と、検出手段が列車の駅侵入を検知すると前記排
気ファンの風量を通常時より大きくすると共に前記送気
ファンの風量を通常時より小さくするように排気ファン
と送気ファンとを制御する制御部と、からなることを特
徴としている。Means for Solving the Problem 2 In order to achieve the above-mentioned object, the present invention provides an exhaust fan provided in the vicinity of the entrance in the subway tunnel, and an exhaust fan provided in the vicinity of the exit in the subway tunnel. an air fan, a detection means installed in a subway tunnel to detect a train entering the station, and when the detection means detects a train entering the station, the air volume of the exhaust fan is increased compared to normal times, and the air volume of the air supply fan is and a control unit that controls the exhaust fan and the air supply fan so that the exhaust fan and the air supply fan are made smaller than normal.
本発明に係る地下鉄道の列車風低減装置によれよ、駅構
内に列車が侵入する際、これを検知してトンネル内の駅
構内近傍の送気ファン、排気ファンの風量を制御するこ
とにより列車風を低減させるので、簡単な設備で列車風
を低減させることが出来る。According to the train wind reduction device for the underground railway according to the present invention, when a train enters the station premises, it is detected and the air volume of the air supply fan and exhaust fan near the station premises in the tunnel is controlled. Since it reduces wind, train wind can be reduced with simple equipment.
以下、添付図面に従って本発明に係る地下鉄道の列車風
低減装置の好ましい実施例を詳説する。DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of a train wind reduction device for an underground railway according to the present invention will be described in detail below with reference to the accompanying drawings.
第１図では地下鉄道の概略構造が示され、駅構内１０に
はプラットホーム１２が配置され、二の駅構内１０には
駅階段等の通路１４が開口されている。また駅１０に隣
接する駅が符号１６としてボされ、この駅構内１６内に
は同様にプラットホーム１８、通路２０が形成されて′
、）る。駅構内１０と駅構内１６とはトンネル２２．２
４を介して連通されており、トンネル２２ｉｔ列車２６
が駅１６から駅１０に向けて進行する通路であり、トン
ネル２４は第１図では図示しなし）列車が駅１０かる駅
１６に向けて進行する通路である。同様に第１図上て駅
１０の左側；二）まトンネル２７．２８が形成され、ト
ンク、ル２：ま駅１０かろ列車が退出する為の通路であ
り、トンネル２８は列車が駅１０に侵入するた於の通路
である。また第１図上で駅１６の右側ではトンネル２９
．３１が形成され、トンネル２９は列車が駅１Ｇ内に侵
入するための通路であり、トンネル３１は列車が駅１６
かろ退出するたｔの列車の通路である。FIG. 1 shows a schematic structure of an underground railway, in which a platform 12 is arranged in a station premises 10, and a passage 14 such as a station staircase is opened in the second station premises 10. In addition, a station adjacent to station 10 is marked as 16, and a platform 18 and a passage 20 are similarly formed within this station premises 16.
,)ru. Station premises 10 and station premises 16 are tunnels 22.2
It is connected via tunnel 4, 22 tunnels and 26 trains.
is a passageway through which a train (not shown in FIG. 1) travels from station 16 to station 10; tunnel 24 (not shown in FIG. 1) is a passageway through which a train travels from station 10 to station 16. Similarly, tunnels 27 and 28 are formed on the left side of station 10 in Figure 1, and are passageways for trains to exit from station 10. It is a passageway for intrusion. Also, on the right side of station 16 in Figure 1, tunnel 29
．． 31 is formed, tunnel 29 is a passage for trains to enter station 1G, and tunnel 31 is a passage for trains to enter station 1G.
This is the passage of the train that was about to leave.
また、符号３０．３２．３４．３６で示す部材はトンネ
ル内の空気を地上に排出するための排気ファンである。Furthermore, members designated by reference numerals 30, 32, 34, and 36 are exhaust fans for discharging the air within the tunnel to the ground.
更に、符号３８．４０．４２．４４は地上からトンネル
内に空気を送る為の送気ファンである。またトンネル２
２内には列車検知センサ４８が設けられている。また第
２図に示すように列車位蓋検知センサ４８からの信号は
制御部５０に入力され、制御部５０はこの列車位置検知
センサ４８からの信号に基づいて風量可変装置５２．５
２、・・を介して送気ファン４２、排気ファン３４、送
気ファン４４、及び排気ファン３６の駆動を制御するよ
うになっている。Further, reference numerals 38, 40, 42, and 44 are air supply fans for sending air from the ground into the tunnel. Also tunnel 2
A train detection sensor 48 is provided within the vehicle. Further, as shown in FIG. 2, the signal from the train position detection sensor 48 is input to the control section 50, and the control section 50 controls the air volume variable device 52.5 based on the signal from the train position detection sensor 48.
The drive of the air supply fan 42, the exhaust fan 34, the air supply fan 44, and the exhaust fan 36 is controlled via the air supply fan 2, .
前記の如く構成された本発明に係る地下鉄道の列車風低
減装置に於いて、先ず送気ファン３８乃至４４、排気フ
ァン３０乃至３６はトンネル２２．２４．２７．２８．
２９．３１内の環境を保つように通常の風量で運転され
る。In the train wind reduction device for an underground railway according to the present invention configured as described above, first, the air supply fans 38 to 44 and the exhaust fans 30 to 36 are connected to the tunnel 22, 24, 27, 28, .
It is operated at normal air volume to maintain the environment within 29.31.
今、列車２６が駅１６から出て駅ｌＯに向けてトンネル
２２内を進行し、列車２６の最後部が送気ファン４４の
吹出し口を通過した後、センサ４８で列車２６の通過が
検知される。センサ４８からの信号は制＠部５０に入力
され、送気ファン４４と排気ファン３４とは通常より風
量を増加させて駆動されると共に、送気ファン４２と排
気ファン３６とは通常より風量を減少して運転される。Now, the train 26 leaves the station 16 and moves inside the tunnel 22 toward station IO, and after the rear end of the train 26 passes through the outlet of the air supply fan 44, the sensor 48 detects the passage of the train 26. Ru. The signal from the sensor 48 is input to the control unit 50, and the air supply fan 44 and the exhaust fan 34 are driven with a higher air volume than usual, and the air supply fan 42 and the exhaust fan 36 are driven with a higher air volume than usual. Driven in a reduced manner.
所定時間経過すると、送気ファン４２．４４並びに排気
ファン３４．３６は通常の風量に戻される。After a predetermined period of time has elapsed, the air supply fans 42, 44 and exhaust fans 34, 36 are returned to their normal air volume.
この時間は列車の走行パターンと駅１０と駅１６間の列
車風の強さにより決とられる。This time is determined by the train running pattern and the strength of the train wind between stations 10 and 16.
このように送気ファン４２．４４、排気ファン３４．３
６を駆動制御することにより列車２６の前方では排気フ
ァン３４の風量増加によって、駅１０にトンネル２２か
ら吐き出される列車風の絶対量がその分低減し、且つ、
駅１０内に入り込んだ残余の列車風は送気ファン４２の
風量減少によって、その分、トンネル２７へ逃げ易くな
る。このため、駅１０の通路１４から外部へ吹き出され
る風量が減少し、通路１４での列車風が低減する。In this way, air supply fan 42.44, exhaust fan 34.3
6, the air volume of the exhaust fan 34 increases in front of the train 26, and the absolute amount of train wind discharged from the tunnel 22 to the station 10 is reduced by that amount, and
The remaining train wind that has entered the station 10 is easier to escape to the tunnel 27 due to the reduction in air volume of the air blowing fan 42. Therefore, the amount of air blown out from the passage 14 of the station 10 is reduced, and the train wind in the passage 14 is reduced.
また、列車２６の後方では送気ファン４４の風量増加に
よって、その分、駅１６からトンネル２２に引き込まれ
る負側の列車風が低減し、且つ、排気ファン３６の風量
減少によって、その分駅１６から外部へ排気される風量
が減少する。このため、駅１６の通路２０から駅１６内
に入り込む風量が減少し、通路２０での列車風が低減す
る。これにより通路１４．２０に生ずる風速が弱まり歩
行者への影響を少なくすることが出来ると共に空気調和
への悪影響を防止することが出来る。Further, at the rear of the train 26, as the air volume of the air supply fan 44 increases, the negative train wind drawn from the station 16 into the tunnel 22 is reduced by that amount. The amount of air exhausted to the outside is reduced. Therefore, the amount of air flowing into the station 16 from the passage 20 of the station 16 is reduced, and the train wind in the passage 20 is reduced. As a result, the wind speed generated in the passages 14 and 20 is reduced, and the impact on pedestrians can be reduced, and an adverse effect on air conditioning can be prevented.
また、列車が走行していない場合はトンネル内は通常の
環境を維持する為に必要プ；適度の風量で運転されるの
で換気装置の運転コストも低減できる。In addition, when trains are not running, the tunnel is operated with the appropriate amount of air needed to maintain a normal environment, reducing operating costs for the ventilation system.
筒、前記実施例ではセンサ４８からの信号によって、列
車前方側の送気ファン４２、排気ファン３４、及び列車
後方側の送気ファン４４、排気ファン３６の風量をそれ
ぞれ制御するようにしたが、列車前方にのみ着目し、列
車２６の駅１０への侵入をセンサ４８で検知し、その信
号に基づし）で、送気ファン４２、排気ファン３４のみ
の風量を制御するようにしてもよい。このようにすれば
、少なくとも駅１０における通路１４での列車風の低減
を単純化した構成で達成できる。In the embodiment described above, the air volume of the air supply fan 42 and exhaust fan 34 on the front side of the train, and the air volume of the air supply fan 44 and exhaust fan 36 on the rear side of the train are respectively controlled by signals from the sensor 48. Focusing only on the front of the train, the intrusion of the train 26 into the station 10 may be detected by the sensor 48, and the air volume of only the air supply fan 42 and exhaust fan 34 may be controlled based on the signal. . In this way, reduction of the train wind at least in the passageway 14 in the station 10 can be achieved with a simplified configuration.
また、前記実施例に於いて排気ファン３４と送気ファン
４４の風量を増加し、送気ファン３８と排気ファン３２
の風量を減らし、これにより列車２６の前方てはトンネ
ル２２からトンネル２４に向ｊすて列車風を流入させ、
列車２６の後方では列車風をトンネル２４からトンネル
２２へ向けて流入させ、これによりトンネル２２とトン
ネル２４との間で循環流を生じさせても通路１４．２０
の列車風を低減することが出来る。Further, in the above embodiment, the air volume of the exhaust fan 34 and the air supply fan 44 is increased, and the air volume of the air supply fan 38 and the exhaust fan 32 is increased.
This causes the train wind to flow from the tunnel 22 to the tunnel 24 in front of the train 26,
At the rear of the train 26, the train wind flows from the tunnel 24 toward the tunnel 22, thereby creating a circulation flow between the tunnels 22 and 24.
can reduce train wind.
また、排気ファン３４と送気ファン４４の風量を増加し
、送気ファン３８．４２及び排気ファン３２．３６の風
！を減少し、トンネル２９−駅１６−トンネル２２−駅
１０−トンネル２７の列車風の縦流れと、トンネル２２
とトンネル２４との間の列車風の循環流との両者の組み
合わせでも通路１４．２０の列車風を低減することが出
来る。In addition, the air volume of the exhaust fan 34 and the air supply fan 44 is increased, and the air volume of the air supply fan 38.42 and the exhaust fan 32.36 is increased! , the longitudinal flow of the train wind from tunnel 29 - station 16 - tunnel 22 - station 10 - tunnel 27, and the tunnel 22
The combination of the circulation of the train wind between the tunnel 24 and the tunnel 24 can also reduce the train wind in the passage 14.20.
また駅１０に関して言えば、排気ファン３４の風量を増
し、送気ファン４２の風量を減らすことになるが、更に
これに加えて排気ファン３ｏの風量を増し、送気ファン
３８の風量を減らしてもより効果がある。Regarding station 10, the air volume of the exhaust fan 34 is increased and the air volume of the air supply fan 42 is decreased, but in addition to this, the air volume of the exhaust fan 3o is increased and the air volume of the air supply fan 38 is decreased. is also more effective.
また、上記の各側を組み合わせ風量を増すファンを排気
ファン３０．３４、送気ファン４０．４４、風量を減ら
すファンを送気ファン３８．４２、排気ファン３２．３
６とすれば単一或いは複数個のファンの組み合わせでも
効果がある。In addition, by combining each side of the above, the fan that increases the air volume is the exhaust fan 30.34, the air supply fan 40.44, and the fan that reduces the air volume is the air supply fan 38.42, and the exhaust fan 32.3.
If it is set to 6, a single fan or a combination of multiple fans will be effective.
前記各側では単一の列車２６がトンネル２２内を一方向
走行している場合についての単純化したものであったが
、実際には、複数の列車が各トンネル内に縦列して、若
しくは前後方向に対向して走行する。従って、前記各側
のいずれかを実施しようとすると、送排気ファンの制御
が極めて頻繁となり、且つ制御系統に不整合が生じ易く
、実用に供し得ないケースが生じる。特に複線軌道の地
下道に於いては、このような問題が生じ易い。これを解
消するするためには、特許請求の範囲（１）記載の構成
のように、列車の侵入信号と、制御するファンに一対一
の対応関係を定め、制御系統を単純化することが好まし
い。しかし、特許請求の範囲（１）記載の構成をとって
もファンの制御頻度は相変わらず多くなるので、以下に
記述するように駅通路での列車風が最も強烈となる特殊
な列車の侵入状況のときのみ、本発明を適用するように
してもよい。Each side is a simplified version of the case where a single train 26 is traveling in one direction inside the tunnel 22, but in reality, multiple trains are running in tandem inside each tunnel, or in front and behind each other. Run in the opposite direction. Therefore, if any one of the above-mentioned methods is attempted, the control of the air supply/exhaust fan becomes extremely frequent, and inconsistencies are likely to occur in the control system, resulting in cases where the system cannot be put to practical use. Such problems are particularly likely to occur in underground passages with double track tracks. In order to solve this problem, it is preferable to simplify the control system by establishing a one-to-one correspondence between the train intrusion signal and the fan to be controlled, as in the configuration described in claim (1). . However, even with the configuration described in claim (1), the frequency of fan control remains high, so that only in special situations where a train is intruding in the station passageway, where the train wind is most intense, as described below. , the present invention may be applied.
第３図では駅構内１０内に両方向から列車２６、列車１
５０が侵入する場合の列車風の対策について示しである
。第３図の実施例において、第１図の実施例と異なるの
はセンサ４８の他にセンサ６０．６２．６４が設けられ
、更にトンネル２７に排気ファン６６が設けられ、トン
ネル２８に送気ファン６８が設けられている点である。In Figure 3, train 26 and train 1 enter the station premises 10 from both directions.
50 shows countermeasures against train wind in the case of intrusion. The embodiment shown in FIG. 3 differs from the embodiment shown in FIG. 68 is provided.
第３図に示された列車風低減装置において、送気ファン
６８．３８．４４．４２並びに排気ファン３０．３２．
３４．６６はトンネル内の環境を維持する為に通常の風
量で運転されている。全列車１５０が駅９から駅１０に
向けてトンネル２８内を走行すると共に列車２６はトン
ネル２２内を駅１６から駅１０に向けて進行する。列車
１５０の最後部が送気ファン６８の吹き出し口を通過し
た後列車位置検知センサ６０により検出される。In the train wind reduction device shown in FIG. 3, air supply fans 68, 38, 44, 42 and exhaust fans 30, 32.
34.66 is operated at normal air volume to maintain the environment inside the tunnel. All trains 150 travel within the tunnel 28 from station 9 to station 10, and train 26 travels within tunnel 22 from station 16 toward station 10. After the rearmost part of the train 150 passes through the outlet of the air supply fan 68, it is detected by the train position detection sensor 60.
一方列車２６の最後部が送気ファン４４の吹き出し口を
通過した後列車位置検知センサ４８により検出される。On the other hand, after the rearmost part of the train 26 passes through the outlet of the air supply fan 44, it is detected by the train position detection sensor 48.
センサ６０．４８は第４図に示すように制御ｉ１１部７
０に接続され、制御部７０は風量可変装置５２．５２・
・・を介して送気ファン４２．３８、排気ファン３０．
３４に接続されている。これによりいずれか早い方のセ
ンサからの信号で制御部のタイマー回路Ｔ１が作動する
。タイマー回路Ｔ１の作動時間以内に遅い方のセンサー
が作動すれば次のプログラムが実行される。プログラム
で決釣られた時間をかけて、排気ファン３０．３４の風
量を増加し、送気スアン４２．３８の風量を減少させる
。このようにファン４２．３０．３８．３４を制御する
と、列車１５０により押し込められる列車風はトンネル
２８、駅構内１０、トンネル２４と抜け、一方列車２６
によって押し込められる列車風はトンネル２２、駅構内
１０、トンネル２７へ抜ける。従って駅構内１０に開口
している通路１４の列車風が低減する。The sensor 60.48 is connected to the control section 7 as shown in FIG.
0, and the control unit 70 is connected to the air volume variable device 52, 52,
Air supply fan 42.38, exhaust fan 30.
34. As a result, the timer circuit T1 of the control section is activated by a signal from whichever sensor is earlier. If the slower sensor is activated within the activation time of the timer circuit T1, the next program is executed. Over the time determined by the program, the air volume of the exhaust fan 30.34 is increased and the air volume of the air supply fan 42.38 is decreased. When the fans 42, 30, 38, 34 are controlled in this way, the train wind forced by the train 150 passes through the tunnel 28, the station premises 10, and the tunnel 24, while the train 26
The train wind forced in by the train escapes to the tunnel 22, the station premises 10, and the tunnel 27. Therefore, the train wind in the passageway 14 that opens into the station premises 10 is reduced.
次に列車１５０が駅１０から駅１６に向けて移動すると
共に列車２６が駅１０から駅９に向けて移動する場合に
ついて説胡する。まず列車１５０．２６は夫々トンネル
２４．２７に侵入する。列車１５０の最後部が送気ファ
ン３８の吹き出し口を通過した後列車位置検知センサ６
２が列車１５０を検知する。また列車２６の最後部が送
気ファン４２の吹き出し口を通過した後列車位置検知セ
ンサ６４は列車２６の侵入を検知する。これによりいず
れか早い方のセンサからの信号で制御部のタイマー回路
Ｔ２が作動する。タイマー回路Ｔ２の作動時間以内に遅
し）方のセンサが作動すれば次のプログラムが実行され
る。プログラムで決ｔられた時間をかけて排気ファン３
０．３４は風量を減少し、送気ファン３８．４２は風量
を増加させる。Next, a case will be explained in which the train 150 moves from station 10 to station 16 and the train 26 moves from station 10 to station 9. First, trains 150 and 26 enter tunnels 24 and 27, respectively. After the rearmost part of the train 150 passes through the outlet of the air supply fan 38, the train position detection sensor 6
2 detects train 150. Further, after the rear end of the train 26 passes through the outlet of the air supply fan 42, the train position detection sensor 64 detects the intrusion of the train 26. As a result, the timer circuit T2 of the control section is activated by the signal from whichever sensor is earlier. If the later sensor is activated within the activation time of the timer circuit T2, the next program is executed. Exhaust fan 3
0.34 decreases the air volume, and air blower fan 38.42 increases the air volume.
これにより駅構内１０内の風量は減少することなく、従
って通路１４内で列車風は低減する。As a result, the amount of air inside the station premises 10 does not decrease, and therefore the train wind inside the passage 14 is reduced.
送気ファン６８．３８．４２．４４及び排気ファン３０
．３２．３４．６６の最大能力は２８ｍ゛／Ｓであり、
通常時ファンは１４ ｒｏ’／Ｓで各々運転され、トン
ネル長さ１０００ ｍ、トンネル断面積が１４ｍ′、通
路１４の断面積が１４ｍ′、列車速度が１５ｍ／ｓで両
方から同時に進入すると、列車１５０．２６の前面には
最大１１７ ｍ’／Ｓの列車風がそれぞれ生じ、合計２
３４ ｍ’／Ｓとなる。Air supply fan 68.38.42.44 and exhaust fan 30
．． The maximum capacity of 32.34.66 is 28 m゛/S,
Normally, each fan is operated at 14 ro'/s, the tunnel length is 1000 m, the tunnel cross-sectional area is 14 m', the cross-sectional area of passageway 14 is 14 m', and the train speed is 15 m/s. A train wind of up to 117 m'/s was generated in front of 150.26, and a total of 2
34 m'/S.
本発明のプログラムによらず、各々のファンの風量を変
えないと、列車風は排気ファン３０．３４で各々１４ｍ
”／Ｓ程度除去されるのみで通路１４より１１１ｍ’／
Ｓ流出し、残りの９５ｍ’／Ｓはトンネル２４．２７に
それぞれ流出する。この時の通路１４の風速は７．９ｍ
／ｓとなり（第５図の破線）、歩行者への障害、駅の冷
房障害を引き起こす。Regardless of the program of the present invention, if the air volume of each fan is not changed, the train wind will be 14 m for each exhaust fan 30 and 34.
” / 111m from passage 14 with only about S removed
S flows out, and the remaining 95 m'/S flow out into tunnels 24 and 27, respectively. The wind speed in passage 14 at this time was 7.9 m
/s (dashed line in Figure 5), causing problems for pedestrians and air conditioning at stations.
本発明のプログラムに従い、決められた位置範囲に列車
が進行した時、排気ファン３０．３４を各々２８ｍ”／
Ｓに増し、送気ファン３８．４２を各々５．６ｍ’／Ｓ
に減らすと、通路１４より８９ｍ’／Ｓ流出し、残りの
８９ｍ’／Ｓはトンネル２４．２７にそれぞれ流出する
。この時の通路１４の風速は６．４ｍ／Ｓとなり（第５
図の実線）、本発明の低減装置において通路の風速は１
９％の低減が達成できる。According to the program of the present invention, when the train advances to a predetermined position range, the exhaust fans 30 and 34 are
S, air supply fan 38.42 each 5.6m'/S
When reduced to , 89 m'/S flows out from the passage 14, and the remaining 89 m'/S flows out into the tunnels 24 and 27, respectively. At this time, the wind speed in the passage 14 was 6.4 m/S (5th
(solid line in the figure), in the reduction device of the present invention, the wind speed in the passage is 1
A reduction of 9% can be achieved.
第５図に数値計算より求めた通路内の風速と、ファンの
駆動制御を示す。トンネルの環境を保つ為、ファンは各
々１４ｍ”／Ｓで運転している。両方向から列車１５０
．２６が駅１０に向けて走行を開始すると２４秒後にプ
ログラムが実行し、排気ファン３０．３４と送気ファン
３８．４２を制御するｅ７４秒後、通路１４の風速が問
題とならない値になると、プログラムは停止し、各々の
ファンは通常の風量となる。Figure 5 shows the wind speed in the passageway determined by numerical calculations and the fan drive control. In order to maintain the tunnel environment, each fan is operated at 14m"/s. Trains from both directions
．． 26 starts traveling towards station 10, the program is executed 24 seconds later and controls the exhaust fan 30.34 and the air supply fan 38.42 e74 seconds later, when the wind speed in the passage 14 reaches a value that does not pose a problem, The program will stop and each fan will return to normal airflow.
駅１０から列車１５０．２６が退出する場合、この場合
は前記と逆の作用が生じる為、予め法めろれた位置範囲
に列車１５０．２６が同時に通過すると、プログラムに
より排気ファン３０，３４は風量を減らされ、送気ファ
ン３８．４２は風量を増す。本発明のプログラムを用い
なければ通路１４では風速７．９ｍ／ｓの流入気流が生
じ、本発明のプログラムを用いると６．４ｍ／ｓとなり
、この場合も同じ＜１９％の低減が可能となる。When train 150.26 leaves station 10, the opposite effect to that described above will occur, so if train 150.26 simultaneously passes through a predetermined position range, exhaust fans 30 and 34 will be activated by the program. The air volume is reduced, and the air blowing fan 38.42 increases the air volume. If the program of the present invention is not used, an incoming airflow with a wind speed of 7.9 m/s will occur in the passage 14, and if the program of the present invention is used, it will be 6.4 m/s, and in this case, the same reduction of <19% is possible. .
以上説明したように本発明に係る地下鉄道の列車風低減
装置によれば、駅構内に列車が侵入・退出する際、これ
を検知して送気ファン、排気ファンの風量を制御するこ
とにより列車風を低減させるので、簡単な設備で列車風
を低減させることが出来る。As explained above, according to the train wind reduction device for an underground railway according to the present invention, when a train enters or exits a station premises, the system detects this and controls the air volume of the air supply fan and exhaust fan. Since it reduces wind, train wind can be reduced with simple equipment.
第１図は列車が駅構内に一方向から侵入又は退出する場
合の列車風の低減を図る説明図、第２図は第１図で示さ
れるファンの制御ブロック図、第３図は駅構内に双方か
ら列車が侵入または退出する場合の列車風の低減を説明
するための説明図、第４図は第３図で示すファンの制御
ブロック図、第５図は通路内の風速とファンの駆動制御
の関係を示す説明図である。
１０．１６・・駅、 １４．２０・・通路、２２．
２４．２７．２８．２９．３１・ トンネル、２６・列
車、３０．３２．３４．３６・排気ファン、３８．４０
．４２．４４・・送気ファン、５２・・風量可変装置。
第 ２ 図
第３ 図Figure 1 is an explanatory diagram for reducing train wind when a train enters or leaves the station from one direction. Figure 2 is a control block diagram of the fan shown in Figure 1. An explanatory diagram to explain the reduction of train wind when a train enters or exits from both sides. Figure 4 is a control block diagram of the fan shown in Figure 3. Figure 5 is a diagram showing the wind speed in the aisle and fan drive control. FIG. 10.16...Station, 14.20...Aisle, 22.
24.27.28.29.31・Tunnel, 26・Train, 30.32.34.36・Exhaust fan, 38.40
．． 42.44... Air supply fan, 52... Air volume variable device. Figure 2 Figure 3
Claims (3)
気ファンと、 地下鉄トンネル内で駅出口の近傍に設けられた送気ファ
ンと、 地下鉄トンネル内に設けられ駅に侵入する列車を検知す
る検出手段と、 検出手段が列車の駅侵入を検知すると前記排気ファンの
風量を通常時より大きくすると共に前記送気ファンの風
量を通常時より小さくするように排気ファンと送気ファ
ンとを制御する制御部と、からなる地下鉄道の列車風低
減装置。(1) An exhaust fan installed near the station entrance in the subway tunnel, an air supply fan installed inside the subway tunnel near the station exit, and an air fan installed inside the subway tunnel to detect trains entering the station. a detection means; and when the detection means detects a train entering the station, the exhaust fan and the air supply fan are controlled so that the air volume of the exhaust fan is made larger than normal, and the air volume of the air supply fan is made smaller than normal. An underground railway train wind reduction device consisting of a control unit and a control unit.
傍に設けられた第１の排気ファンと、 前記一方側の地下鉄トンネル内で駅出口近傍に設けられ
た第１の送気ファンと、 一方側の地下鉄トンネル内に設けられ駅に侵入する列車
を検知する第１の検出手段と、 複線軌道の他方側の地下鉄トンネル内で前記駅入口近傍
に設けられた第２の排気ファンと、他方側の地下鉄トン
ネル内で駅出口近傍に設けられた第２の送気ファンと、 他方側の地下鉄トンネル内に設けられ駅に侵入する列車
を検知する第２の検出手段と、 第１、第２の検出手段により各列車の駅への侵入をほぼ
同時に検知すると、第１、第２の排気ファンの風量を通
常時より大きくすると共に第１、第２の送気ファンの風
量を通常時より小さくするように制御する制御部と、 から成る地下鉄道の列車風低減装置。(2) a first exhaust fan installed near the station entrance in the subway tunnel on one side of the double-track track; a first air supply fan installed near the station exit in the subway tunnel on the one side; a first detection means installed in a subway tunnel on one side to detect a train entering the station; a second exhaust fan installed near the station entrance in the subway tunnel on the other side of the double-track track; a second air supply fan provided near the station exit in the subway tunnel on one side; a second detection means provided in the subway tunnel on the other side for detecting a train entering the station; When the detection means detects the intrusion of each train into the station almost simultaneously, the air volume of the first and second exhaust fans is made larger than normal, and the air volume of the first and second air supply fans is made smaller than normal. A train wind reduction device for an underground railway, consisting of a control unit that controls the operation so as to
傍に設けられた第１の排気ファンと、 前記一方側の地下鉄トンネル内で駅出口近傍に設けられ
た第１の送気ファンと、 一方側の地下鉄トンネル内に設けられ駅を退出する列車
を検知する第１の検出手段と、 複線軌道の他方側の地下鉄トンネル内で前記駅入口近傍
に設けられた第２の排気ファンと、他方側の地下鉄トン
ネル内で駅出口近傍に設けられた第２の送気ファンと、 他方側の地下鉄トンネル内に設けられ駅を退出する列車
を検知する第２の検出手段と、 第１、第２の検出手段により各列車の駅への退出をほぼ
同時に検知すると、第１、第２の排気ファンの風量を通
常時より小さくすると共に第１、第２の送気ファンの風
量を通常時より大きくするように制御する制御部と、 から成る地下鉄道の列車風低減装置。(3) a first exhaust fan provided near the station entrance in the subway tunnel on one side of the double-track track; a first air supply fan provided near the station exit in the subway tunnel on the one side; a first detection means installed in a subway tunnel on one side to detect a train exiting the station; a second exhaust fan installed near the station entrance in the subway tunnel on the other side of the double-track track; a second air supply fan provided in the subway tunnel on one side near the station exit; a second detection means provided in the subway tunnel on the other side for detecting a train exiting the station; When the exit of each train to the station is detected almost simultaneously by the detection means, the air volume of the first and second exhaust fans is made smaller than normal, and the air volume of the first and second air supply fans is made larger than normal. A train wind reduction device for an underground railway, consisting of a control unit that controls the operation so as to
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2219384A JP2522099B2 (en) | 1990-08-21 | 1990-08-21 | Train wind reduction device for subway |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2219384A JP2522099B2 (en) | 1990-08-21 | 1990-08-21 | Train wind reduction device for subway |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04102700A true JPH04102700A (en) | 1992-04-03 |
| JP2522099B2 JP2522099B2 (en) | 1996-08-07 |
Family
ID=16734575
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2219384A Expired - Lifetime JP2522099B2 (en) | 1990-08-21 | 1990-08-21 | Train wind reduction device for subway |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2522099B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005350042A (en) * | 2004-06-14 | 2005-12-22 | Masanori Kanetsugu | System for preventing shock and noise in air-blowing type tunnel |
| JP2010116734A (en) * | 2008-11-13 | 2010-05-27 | Railway Technical Res Inst | Upper and lower line connecting type high-speed air current circulation tunnel |
| CN117032330A (en) * | 2023-07-25 | 2023-11-10 | 兰州交通大学 | Method and device for relieving tunnel pressure fluctuation based on predictive model |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6153520A (en) * | 1984-08-23 | 1986-03-17 | Fuji Electric Corp Res & Dev Ltd | Liquid level detection electrode of vending machine |
-
1990
- 1990-08-21 JP JP2219384A patent/JP2522099B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6153520A (en) * | 1984-08-23 | 1986-03-17 | Fuji Electric Corp Res & Dev Ltd | Liquid level detection electrode of vending machine |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005350042A (en) * | 2004-06-14 | 2005-12-22 | Masanori Kanetsugu | System for preventing shock and noise in air-blowing type tunnel |
| JP2010116734A (en) * | 2008-11-13 | 2010-05-27 | Railway Technical Res Inst | Upper and lower line connecting type high-speed air current circulation tunnel |
| CN117032330A (en) * | 2023-07-25 | 2023-11-10 | 兰州交通大学 | Method and device for relieving tunnel pressure fluctuation based on predictive model |
| CN117032330B (en) * | 2023-07-25 | 2024-06-04 | 兰州交通大学 | Method and device for relieving tunnel pressure fluctuation based on predictive model |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2522099B2 (en) | 1996-08-07 |
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