DK164581B - TEMPERATURE CONTROL AND VENTILATION DEVICE FOR PASSENGER CARRIING VEHICLES - Google Patents

Description

in

DK 164581 B

The present invention relates to a temperature control and ventilation device for a passenger carriage designed for the purpose of being equipped with a liquid-cooled engine, the heated carbon of which can be utilized to heat the passenger and front compartment of the vehicle by passing the liquid circuits pass through proximity of the floor of the choir jet and flanged radiators, the coolant fluid over another fluid circuit being adapted to cooperate with above atmospheric intake atmospheric air in such a way that this air is tempered depending on the temperature of the second fluid circuit and 15 are caused to flow into the interior of the choir through openings which are located near the upper portions of the side windows of the choir, where heat exchangers are arranged to temper the liquid in the fluid circuits.

A passenger-carrying trolley, for example a bus in scheduled traffic, is normally equipped with the bottom of the vehicle's passenger compartment and flange-type radiator elements extending on both sides through which heating elements heated coolant is expressed in a closed circuit.

25 Heat from the hot coolant is transferred in a manner known per se to the flanges which surround the fluid conduit and spread to the passenger compartment of the vehicle. During the cold season, the temperature of the coolant is often increased to get better heat in the passenger compartment, for example by replacing the thermostat.

30

From GB patent specification 1 578 643 a temperature control device of the kind mentioned in the introduction is known. The known device comprises a large number of parallel-coupled heat exchangers, namely one for preventing ice formation on the front window, four heat exchangers for underfloor heating and two or four parallel-coupled heat exchangers for ceiling heat. End- 2

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further, the known device comprises, at the sides of the choroid, openings for atmospheric air. For evacuation of air, openings equipped with dampers are located at the top of the front of the trolley. In the front room, atmospheric air is taken in through a low air intake. In addition to this intake of atmospheric atmospheric air is often highly polluted, a stream of air directed at the driver's face is created. In the very intricate built-in heat exchanger arrangement at the level of the floor, there is a great risk of this being clogged by a stove, and before this clogging possibly takes place, there is also a danger of floor stove being caused to circulate through the heat exchanger and being blown around the coro jet . The known device is also very expensive.

15 For the individual passenger, the conventional heating system or other heat exchange means is not sufficiently comfortable. Cold floors, windows and walls absorb much of the heat emitted by the radiators. The hot air stream heats only one side of a seated passenger, 20 whose other side is cold. Conversely, the passenger experiences the climate in a trolley as unpleasant when the surfaces around it are warmer than the passenger's own skin, for example during the hot season with direct solar radiation. In such a case, no more atmospheric air distributed via nozzles is able to improve the feeling of warmth.

On the other hand, when the passenger's skin temperature is in balance with the temperature of the surrounding surfaces, the climate is perceived as pleasant.

30

The object of the present invention is to provide a simple but reliably functioning device which, despite relatively low installation costs, produces a remarkably good result in the form of a very uniform temperature 35 over the entire length of the choir no matter what time of year.

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This object is fulfilled by a temperature control and ventilation device of the type mentioned initially, which device according to the invention is peculiar in that (a) that the air inlet exits atmospheric air is arranged on the roof of the choir tow and in a manner known per se in connection with the (a) the passenger compartment has at least two such passageways extending along each of the interior longitudinal sides of the carriage eye; and the front compartment has a separate air inlet which is connected to a separate duct; (b) the passenger compartment is operated by the separate second fluid circuit and the chamber of a separate third fluid circuit, the second and third fluid circuits cooperating with a single separate heat exchanger, and a separate pump for each fluid circuit, c) the second and third fluid circuits consists of cam flanges arranged in separate channels, one of these channels extending along its long side in passenger compartments t, and another is designed to extend into the cab at an angle so that a portion of this channel extends in the longitudinal direction of the vehicle and the continuity of the portion extends across the longitudinal direction of the vehicle and each cam flange tube is disposed in (d) that a single air evacuation opening is located downwardly in the chassis's front compartment, and e) utilizes the low temperature coolant and ventilation device in an area of about 35 degrees. + 30 ° C.

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The dependent claims relate to very suitable embodiments of the device according to the invention.

The device according to the invention will now be described in detail with reference to the drawing, in which:

FIG. 1 shows a bus as an example of a passenger transport vehicle equipped with a heating and ventilation device according to the invention; FIG. 2 is a cross-section through the vehicle of FIG. 1, FIG. 3 schematically shows the heating and ventilation device 15 according to the invention; FIG. 4 is a section through the vehicle of FIG. 1 and 2, showing a suitable embodiment of air ducts, and FIG. 5 shows a side flange radiator.

A bus 10 intended for passenger transport has in known manner a passenger compartment 11 and a compartment 12. The bus is further equipped with 25 inputs and exits located on the side, not shown on the drawing, of which the normal entrance is located to the right of the driver seen in the direction of travel. (at right traffic). The passenger compartment has at least one, usually two exits. Adjacent to the front entrance door is an evacuation opening 45 at the bottom of the vehicle.

The vehicle 10 exhibits a number preferably on the roof of the vehicle 10 and in relation to the center axis of the vehicle side-oriented fresh air intake. In FIG. 1, two such spaced apart are shown, namely a fresh air intake 13 arranged 35 to provide a good working environment for the driver, i.e. in the driver's cab 12, and a fresh air intake 14, which

DK 164581 B

5 similarly provides air supply to the passenger compartment 11. As seen in FIG. 2, in the selected embodiment there are two fresh air inlets for the passenger compartment. It is preferred that both of the fresh air inlets 13, 14 are provided with a fan 5 not shown, of a construction known per se. The air inlets 13, 14 are designed in the exemplary embodiment to forcibly direct via atmospheric drum 13 ', 14' atmospheric air to a lower horizontal duct 13 '', 14 '' which communicates with inlets to the front room 10 show the passenger compartment. In order to relieve the atmospheric air of dust, pollen and other pollutants, there is a filter known and indicated, at 15, whereby the air introduced into the space of the trunk is as clean as possible.

15 How the atmospheric air thus introduced is treated will appear further in the description.

Referring to FIG. 3 is described in the following structure and mode of operation of the heating and ventilation system 20 according to the invention.

The conventional jet 10 has in a conventional manner a liquid-cooled motor 5, from which heated coolant is pushed out by means of a pump not shown in a conduit 16 in the direction of the arrow A, which conduit is located at a bus at a small distance from the floor plane. The conduit 16 runs longitudinally of the choir cable approximately as shown in the drawing, that is along one side of the vehicle, and a second pump not shown is arranged to return through the return conduit 16 'along the opposite side 30 of the choir coil to the engine coolant tank. Conduit 16, 16 'is connected in a manner known per se to a comb flange tube or other heat exchanger to provide convection or hot air heat to the interior space of the choroid.

35

The above heat distribution is usually the one 6

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stones that occur in a case-carrying vehicle, especially those in scheduled traffic.

According to the invention, instead of alternatively 5 together with this known first liquid circuit, it is now proposed to make the arrangement for allowing the engine's coal fluid to be distributably adjustable to another liquid circuit comprising a conduit 17, whose pump 18 via a plug conduit 17 'expresses heated coal liquid. upward conduit 19 which is arranged 10 to run horizontally with the designation 20 in the longitudinal direction of the shoreline and generally above the side windows in the upper edge of the shoreline. Thus, the conduit 20 runs along the whole, alternatively a portion of the inner longitudinal direction of the shoreline along one longitudinal side, then across the interior 15 space and finally in the same way along the other long side of the shoreline. Conduit 20 then bends downward through vertical conduit 20 'and is fed back to conduit 19 via a transverse conduit 21 by means of pump 18.

Accordingly, this second fluid circuit 19, 20, 20 ', 21 is normally a closed circuit in which, of course, there is at least heat loss in the flowing coolant. In order to compensate for such heat losses and maintain a predetermined fluid temperature, a temperature sensing means 22 25 is disposed in conduit 21 which, if required, if the liquid temperature falls below a predetermined value, is adapted to actuate a valve 23 in the open direction. and thereby heated coolant is allowed from the main conduit 16 with the aid of the pump 18 via the upward conduit 19 to be fed to the second liquid circuit 19, 20, 20 ', 21 until the temperature sensing means 22 senses that the desired temperature has been reached, and thus closes valve 23.

In the event that pump 18 should be out of operation, a conduit 17 '' is provided which connects conduit 17 to conduit 17'in the flow following valve 23 which supplies it 7

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second liquid circuit lobe 19, 20, 20 ', 21 with heated coal fluid - from the first liquid circuit lobe. A check valve 24 is arranged to ensure that fluid is not pushed backwards in line 21.

5

As shown in FIG. 3, the vertical conduit 20 'below is provided with a water trap 25. A plug conduit 26 connects conduit 21 with the return conduit 16 * of the first fluid circuit. The conduit 26 is intended to act as a vent, that is, any air bubbles present in the conduit do not follow the flowing coal fluid back to conduit 19, but are removed from conduit 21 via plug conduit 26 and out into the first fluid circuit. return line 16 ', wherein these air bubbles are treated in a manner known per se, which of course does not form part of the present invention.

The closed circuit 19, 20, 20 ', 21 is in a suitable place, for example in connection with the conduit 19, connected to 20 a cooling unit operating according to known principles with heat exchanger 27. If necessary, for example in the summer, the liquid can be made to flow through the cooling unit 27, which thereby forms part of a connecting line 28 connected to the conduit 19 in two places, in which there is also a valve 29 and 30 arranged before and after the 25 cooling unit, which can, for example, be operated from the driver's seat.

The second liquid circuit 19, 20, 20 ', 21 described above is in the embodiment shown in FIG. 3, designed to provide only the passenger compartment. A third fluid circuit exactly corresponding to said circuit is shown in FIG. 3, designated 31, 32, 33, 34, 35 and is intended to provide the cab alone. Also in this latter fluid circuit there is on the return line a water lock designated 25 'which has the same function 35 as the water lock 25.

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The lines 20 and 32, 33, respectively, for the flowing fluid, that is, the lines running in the longitudinal direction of the bus according to FIG. 3 respectively in the transverse direction of the bus in the cab, surrounded by closely spaced circular 5 flanges, thereby forming a cam flange rudder known per se. FIG. 5 shows an example of this type of comb flanges known per se, in which the flanges are arranged perpendicular to the line in question.

10 A rudder thus formed, according to, for example, FIG. 4 is arranged in the interior of the trolley in a plane which is at about the same height as the upper edges of the side windows and the windscreen respectively. In FIG. 4, a side window is also indicated with the letter W. The cam flange tube is carried along the entire length of a profile element, in the example shown, consisting of two screwed-in halves 36, 36 'which receive between the comb flange tube. Each profile element 36, 36 'is designed such that it tightly or relatively tightly encloses a large surface of the cam flange tube, preferably 40-70%. The lower edge of the profile 20 element 36, 36 'forms a preferably unbroken aperture 37 which extends longitudinally or transverse direction of the vehicle at least at the driver's seat, and one portion 36' of the element exhibits means 38 for cooperating with a hanger 39 attached to the vehicle body. At several such suspension points the fixation of the cam flange tube is secured to the desired position, whereby the opening 37 of the profile element 36, 36 'is directed at the window surfaces of the vehicle at a certain angle. In practice, the aperture 37 forms an elongated downward or oblique downward direction toward the window surfaces directed slots. A preferred angle between the window surface and airflow is approx.

15-25 ° preferably 20 °. What has been described above with regard to the cam flange tube in the passenger compartment 11 applies at all points also to the separate arrangement in the compartment 12.

35

The FIG. 1, fresh air duct 14 '' and 13 '' 9 respectively

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communicates with a channel 40 (FIG. 4), which in the FIG. 4 is formed of a flexible material, for example plastic on a woven base, which is connected along the length of the cam flange tube 20 to the profile parts 36, 5 36 'of the element. The duct 40 made of the flexible material is so closely connected to the respective cam flange rudder that it forms a pressure chamber in which there is a substantially higher pressure than in the passenger and the chassis respectively, and the cross-sectional area of the duct 40 is predetermined. ratio 10 to the length of the channel 40 and to the width of the opening 37. The relatively large, inflated air volume is therefore forcibly controlled down between the cam flange rudder 20 relative to the vertical flanges of the rudder along the entire length of the rudder. The atmospheric air is thereby warmed in the winter, and the thus heated air passes out through the opening 37 and blows down along the inside of the choroid window's surfaces in both passenger and driver's compartments. Through the design and function of the duct 40, it is ensured that substantially the same air volume is spread along the two long sides of the passenger compartment.

20

The air thus heated and flowing through the elongated aperture 37 mixes with the heat delivered by the vehicle's first fluid circuit, thus conduit 16, 16 'in FIG. 3. This relatively large amount of air introduced through the roof-mounted air inlets creates a small, small but intended overpressure in the passenger compartment, which, in the presence of the always open evacuation opening 45 (Fig. 1), generates the excess air flow under pressure. to flow towards this evacuation opening. The driver's room 30 can then be said to form a kind of suppression zone. The direction of air flow is indicated by arrows in FIG. 1 and 2, i.e. from the rear, and the right portion of FIG. 2 shows how the combined device is used in wintertime with severe or very severe cold, while the left part of FIG. 2 shows examples of the use of the device in the summer, which is described below.

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In order to avoid "cold radiation" during the cold period, especially in the case where the above channel 40 is a plastic-woven fabric, another channel 41 which insulates the tissue may be arranged to enclose the channel 40 on that side. away from the body, and at the same time it is designed as a separate air-conduit which communicates partly with the duct 40 and partly with the vehicle's center via, for example, nozzles 42 and / or rear discharge 43. However, the duct 41 is intended to be used mainly under the heat. period, and the communication not shown between channels 40 and 41 is therefore arranged to be opened and closed. In the fall and spring both channels can be used, so channel 40 gives off heated air, channel 41 gives off cold air.

15

The separate third liquid circuit 31-35 arranged solely for the cab is constructed in exactly the same manner as described above with respect to the second fluid circuit 19-21, whereby at least conduit portion 32, 33 is configured as a cam flange tube, and which for its part is surrounded by control and suspension means in the same manner as described in connection with FIG. 4. A slit thus formed corresponding to the opening 37 is thereby arranged to bring heated or cooled air to flow down to the side of the front compartment and another slit belly to bring air to flow down to the windscreen of the trunk.

Above, the features of the new interior are essentially described to provide a comfortable climate in the passenger and driver's compartment during the cold season. During the hot season, it may be sufficient to utilize only the second liquid circuit 19-21 with the cooling unit 27 switched on, which then ensures that a correspondingly comfortable room temperature is obtained, as is indicated by the left half of FIG. 2nd

35 It is advantageous to install not shown, but per se, known means for controlling both the shown and used 11.

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written heating and ventilation circuits in a location which can be reached, for example, by the truss of the trolley.

The above described, approximately in flight with or immediately above the upper edge of the heating and ventilation circuitry located at least the majority of the window surfaces of the vehicle body can, under certain conditions, only create a pleasant climate within the vehicle for passengers and passengers alike. Of course, these are passenger-transporting coaches in mild-climate countries, where the difference between different seasons is not very significant.

In the Nordic countries, for example, it would be necessary, on the other hand, for the coro jet to have the conventional radiator system located near the floor, for example as shown in FIG. 2 and whose temperature can be controlled in the same way as, for example, the liquid circuits 19-21 or 31-33.

In addition, the device according to the invention is arranged so that only low-temperature coolant usually has to be used for approx. 30 °. If approx. 30 * hot coolant flows through the relevant fluid circuits, the temperature of the downwardly flowing air through the openings 37 (and corresponding openings 25 in the cab) becomes approx. 25 °, that is, a temperature that gives the window surface the physiologically correct temperature level to balance with human skin temperature. This downward air flow, which on the way down along the heat-driven glass surface has reduced its temperature level, then coincides with the adapted convection heat emitted by the radiators located below in the corojet, thereby also heating the floor area by the air flow, the temperature of which is thus increased. for comfortable outside temperature. As an example of the liquid temperature in the liquid circuits 16, 16 ', 19-21, 31-34, it should be mentioned that in winter it should only differ slightly from the passengers 12

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skin temperature, and in summer the system can be set to a temperature which is preferably below the atmospheric air's average temperature.

Claims (9)

1. A temperature control and ventilation device for a passenger vehicle (10) of the type 5 equipped with a liquid-cooled engine (5), the heated carbon of which can be used to heat the passenger and front compartments (11, 12) passing through the coolant fluid in a first fluid circuit through proximate floor of radiator (10) and flanged radiators 10, the cooling fluid over another fluid circuit (19-21) adapted to interact with over air intake (13, 14. enters atmospheric air in such a way that this air is tempered depending on the temperature of the second fluid circuit (19-21) and is caused to flow out into the interior of the cargo oil 15 (10) through openings (37) which are located near the upper portions of the side windows of the shoreline, where heat exchangers are arranged to temper the liquid in the liquid circuits, characterized in, 20 a) that the air inlets (13, 14) for atmospheric air are placed on the the roof of the vehicle (10) and in a manner known per se, in conjunction with ducts (40) located in the top of the vehicle, that the passenger compartment (11) has at least two such ducts (40) extending along each of the queues. 25 the inner long sides of the bed, and the driver compartment (12) has a separate air inlet which is in connection with a separate duct, b) the passenger compartment (11) is operated by the separate second fluid circuit (19-21) and the compartment (12) by a separate third liquid circuit (31-34), the second (19-21) and the third liquid circuit (31-34) both interacting with a single separate heat exchanger (27), and a separate pump for each liquid circuit, 35 c) the second (19-21) and third liquid circuits (31-34) DK 164581 B consist of disc flanges arranged in separate channels (40), one of these channels (40) extending along their longitudinal sides in the passenger compartment (11). ), and another is designed to extend into the locker room at an angle, so that a 5 part of this channel extending in the longitudinal direction of the choke (10), and the continuation of the portion extends transversely of the longitudinal direction of the choke, and that each cam flange rudder is disposed in the vicinity of the channel (40) inclined downwards towards the outlet opening 10 (37), respectively (d). that a single air evacuation opening (45) is located downwardly in the front compartment (12) of the vehicle (10), and (e) that the temperature control and ventilation device utilizes low temperature coolant in a range of approx. + 30EC. Device according to claim 1, characterized in that there are means (22, 23) for controlling the liquid temperature in the second (19-21) and third liquid circuits (31-34), which liquid circuits are thus connected to the first liquid circuit (15, 15 ') that heated coal fluid is automatically fed to these fluid circuits as needed. 25 Device according to claim 1, characterized in that the cam flanges (19-21, 32, 33) are provided with means (36, 36 ', 37) for compulsively controlling the introduced atmospheric air between the flanges of the rudders and in a temperate state. 30, the entrained air curves along the window surfaces of the carriage (10) to the passenger and locking compartments (11, 12). Device according to claims 1 and 2, characterized in that the channels (40) are made of a flexible material and 35 is arranged to be partially enclosed by a part of another side-arranged channel (41), which latter (41) provides DK 164581 B is more openly and securely connected to the duct (40), and has means (42, 43) for connecting to the passenger and driver compartments (11, 12). Device according to claim 3, characterized in that the opening (37) is directed towards the window surfaces at a certain angle, preferably 15-20 '. Device according to one or more of the preceding claims, characterized in that the duct (40) forms a pressure chamber, thereby ensuring that the atmospheric air is distributed evenly along the entire length of the duct (40). Device according to one or more of the preceding claims, characterized in that the temperature of the coolant circulating in the liquid circuits (16, 16 ', 19-21, 32, 33, 34) in winter differs only slightly from the skin temperature of the passengers. Device according to one or more of the preceding claims, characterized in that the temperature of the cooling liquid circulating in the liquid circuits in the summer is preferably lower than the average temperature of the atmospheric air. Device according to one or more of the preceding claims, characterized in that a vertical plug line (26) is connected to the first liquid circuit (16, 16 ') return line (16') and to the return line in the second liquid circuit to could transmit any air bubbles 30 to the return line (16 ') in the first liquid circuit (16, 16').