Low vacuum tube train

Abstract

A low-vacuum tube train comprises: a bleed air system having an air inlet arranged outside a carriage; a refrigeration system comprising a booster module, a heat exchange module and a turbine, an air inlet of the booster module being in communication with an air outlet of the bleed air system, an air outlet of the booster module being in communication with a hot side inlet of the heat exchange module, a hot side outlet of the heat exchange module being in communication with an inlet of the turbine; and a cabin air heat exchanger, a hot side of the cabin air heat exchanger circulating air in the carriage, a cold side inlet of the cabin air heat exchanger being in communication with an outlet of the turbine. The application actively compresses high-temperature and low-pressure air in the low-vacuum tube, and then cools the air through a heat exchanger and a turbine to obtain low-temperature air as a cold source of a cabin air temperature control system, without the need to carry additional oxygen and cold sources, so as to ensure that the temperature in the passenger cabin is within a suitable range and improve passenger comfort.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of high-speed trains, and in particular to a low-vacuum tube train. BACKGROUND

[0002] The low-vacuum tube train is a new traffic mode, and the maximum economic speed thereof should not be higher than 400 km in a normal atmospheric environment, and once the speed exceeds this value, a large air resistance and serious aerodynamic noise will be caused. The low-vacuum tube high-speed train has low air resistance and aerodynamic noise, is not affected by weather, and the theoretical speed thereof can reach 600-1200 km, and is the most convenient traffic mode for people to travel in the future.

[0003] When the train runs in the low-vacuum tube, a large amount of track heat and train surface aerodynamic heat are generated, so that the temperature in the tube is increased. Meanwhile, due to the low air pressure in the tube, the air convection heat exchange capacity is poor, and it is difficult to use the air in the tube to carry out cabin refrigeration, ventilation and pressure control by using the conventional steam compression refrigeration method.

[0004] The information disclosed in the background section of this document is only intended to deepen the understanding of the overall background of the present application, and should not be regarded as acknowledging or implying in any form that the information constitutes prior art known to those skilled in the art. SUMMARY

[0005] In view of the problems in the prior art, the present application provides a low-vacuum tube train.

[0006] The technical scheme of the present application provides a low-vacuum tube train, which comprises:

[0007] An air induction system, the air induction system has an air inlet arranged outside the car;

[0008] A refrigeration system, the refrigeration system comprises a pressure increasing module, a heat exchange module and a turbine, the air inlet of the pressure increasing module is in communication with the air outlet of the air induction system, the air outlet of the pressure increasing module is in communication with the hot side inlet of the heat exchange module, the hot side outlet of the heat exchange module is in communication with the inlet of the turbine, and the cold side of the heat exchange module is provided with a refrigerant; and

[0009] A cabin air heat exchanger, the hot side of the cabin air heat exchanger circulates the air in the car, and the cold side inlet of the cabin air heat exchanger is in communication with the outlet of the turbine.

[0010] Optionally, the train further comprises:

[0011] A regenerator, the hot side inlet of the regenerator is in communication with the hot side outlet of the heat exchange module, and the cold side outlet of the regenerator is in communication with the inlet of the turbine.

[0012] a condenser, a hot side inlet of the condenser being in communication with the hot side outlet of the regenerator, a cold side inlet of the condenser being in communication with the outlet of the turbine, and a cold side outlet of the condenser being in communication with a cold side inlet of the cabin air heat exchanger; and

[0013] a water separator, an inlet of the water separator being in communication with the cold side outlet of the condenser, and an outlet of the water separator being in communication with the cold side inlet of the regenerator.

[0014] Optionally, the heat exchange module comprises a first heat exchange unit and a second heat exchange unit, a hot side of the first heat exchange unit and a hot side of the second heat exchange unit are in series, a cold side of the first heat exchange unit takes air outside the vehicle cabin as a cooling medium, a cold side inlet of the second heat exchange unit is in communication with a cold side outlet of the cabin air heat exchanger, and a cold side outlet of the second heat exchange unit is in communication with the outside of the vehicle cabin.

[0015] Optionally, the first heat exchange unit comprises a first heat exchanger and a second heat exchanger in series on the hot side.

[0016] Optionally, the pressure boosting module comprises a first air compressor and a second air compressor, the first air compressor is in series before the hot side inlet of the first heat exchanger, and the second air compressor is in series before the hot side inlet of the second heat exchanger.

[0017] Optionally, the bleed air system comprises:

[0018] a forward ram air inlet and a reverse ram air inlet, a one-way valve allowing air to enter the vehicle cabin only is arranged in the forward ram air inlet and the reverse ram air inlet, respectively.

[0019] Optionally, the train further comprises:

[0020] a pressure regulating valve, a first end of the pressure regulating valve being arranged in the vehicle cabin, and a second end of the pressure regulating valve being arranged outside the bottom of the vehicle cabin.

[0021] Optionally, the train further comprises:

[0022] a plurality of isolation sealing doors, the plurality of isolation sealing doors being capable of dividing a vehicle cabin into a plurality of subspaces.

[0023] each of the subspaces is provided with an independent cabin air blower, an air inlet of the cabin air blower being in communication with the inside of the vehicle cabin, and an air outlet of the cabin air blower being in communication with a hot side inlet of the cabin air heat exchanger;

[0024] Each of the subspaces is provided with an independent air supply device, the air inlet of which is connected to the hot side outlet of the cabin air heat exchanger, and a first control valve is provided at the air inlet of the air supply device.

[0025] Each of the subspaces is provided with an independent exhaust device, the exhaust port of which is connected to the first end of the pressure regulating valve, and a second control valve is provided at the exhaust port of the exhaust device.

[0026] Optionally, the train further includes:

[0027] Multiple smoke detectors, each smoke detector being disposed within each of the subspaces; and

[0028] The controller is connected to the isolation sealing door, the multiple smoke detectors, the cabin fan, the air supply device, and the exhaust device.

[0029] When the smoke detector generates an alarm signal, the controller detects the alarm signal and sends a shut-off signal to the corresponding isolation sealing door, the cabin fan, the first control valve, and the second control valve to close the subspace.

[0030] Optionally, the controller is connected to the booster module or the air supply device to regulate the temperature of the carriage.

[0031] The low-vacuum tube train provided by this invention obtains low-temperature air by actively compressing the high-temperature, low-pressure air in the low-vacuum tube and then cooling it through a heat exchanger and turbine. This low-temperature air serves as the cold source for the cabin air temperature control system, eliminating the need for additional oxygen and cold sources. This ensures that the cabin temperature remains within a suitable range, improving passenger comfort. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0033] Figure 1 A schematic diagram of the overall structure of the low-vacuum tube train provided in an embodiment of the present invention;

[0034] Figure 2 for Figure 1 A magnified view of a section at point A in the middle;

[0035] Figure 3 for Figure 1 A magnified view of a section at point B in the middle;

[0036] Figure 4 A structural schematic diagram of the bleed air system provided for the embodiment of the present application is shown in the figure.

[0037] Figure 5 A structural schematic diagram of the refrigeration system provided for the embodiment of the present application is shown in the figure.

[0038] The figure shows the following: 101-bleed air system; 201-refrigeration system; 1-first cabin top; 2-first cabin bottom; 3-isolation sealing door; 4-first cabin smoke alarm; 5-second cabin; 6-first cabin; 7-controller; 8-train cabin door; 9-second return air shutter; 10-cabin air exhaust loop; 11-second cabin bottom; 12-first return air shutter; 13-pressure sensor; 14-temperature sensor; 15-train outer surface; 16-second cabin smoke alarm; 17-second cabin top; 18-seat; 19-train head; 20-cabin air heat exchanger; 21-first cabin fan; 22-refrigeration flow path; 23-cabin heat exchanger cold side loop; 24-pressure regulating valve; 25-purification device; 26-forward ram air inlet; 27-reverse ram air inlet; 28-check valve; 29-first air compressor; 30-primary heat exchanger; 31-second air compressor; 32-first secondary heat exchanger; 33-second secondary heat exchanger; 34-heat regenerator; 35-turbine; 36-condenser; 37-water separator; 38-first cabin flow regulating valve; 39-second cabin flow regulating valve; 40-first cabin air supply device; 41-second cabin fan; 42-second cabin air supply device; 43-first cabin exhaust gate valve; 44-second cabin exhaust gate valve; 45-train tail. DETAILED DESCRIPTION

[0039] The advantages of the present application are further described below in conjunction with the specific embodiments and the accompanying drawings.

[0040] The exemplary embodiments will be described in detail herein below with reference to the drawings. The following description is merely exemplary in nature and is not intended to limit the present application or the application and uses of the present application. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding background of the application or the following detailed description.

[0041] The terminology used in the disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used in the description of the disclosure and the appended claims, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0042] It is to be understood that the terms first, second, third, etc. can be adopted herein only to describe various information and should not be limited to the terms. These terms are only used to distinguish one type of information from another. For example, the first information can also be referred to as the second information, and similarly, the second information can also be referred to as the first information without departing from the scope of the disclosure. Depending on the context, the word "if" as used herein can be interpreted as "when" or "upon determination" or "in response to determining".

[0043] In the description of the present application, it should be understood that the terms "longitudinal", "transverse", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0044] In the description of the present application, unless otherwise specified and limited, it should be noted that the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be mechanical connection or electrical connection, or the communication between two elements, or direct connection, or indirect connection through intermediate medium, and the specific meaning of the above terms can be understood by those skilled in the art according to the specific circumstances.

[0045] In the subsequent description, the suffix such as "module", "component" or "unit" used to represent elements is only for the convenience of the description of the present application, and has no specific meaning. Therefore, "module" and "component" can be used interchangeably.

[0046] The low-vacuum tube train provided by the embodiments of the present application will be described in detail below in combination with the drawings and specific examples and their application scenarios.

[0047] As Figures 1-5As shown, the technical scheme of the present application provides a low-vacuum tube train, which comprises: a bleed air system 101, the bleed air system 101 having an air inlet arranged outside the carriage; a refrigeration system 201, the refrigeration system 201 comprising a booster module, a heat exchange module and a turbine 35, the air inlet of the booster module being in communication with the air outlet of the bleed air system 101, the air outlet of the booster module being in communication with the hot side inlet of the heat exchange module, the hot side outlet of the heat exchange module being in communication with the inlet of the turbine 35, and the cold side of the heat exchange module being provided with a refrigerant; and a cabin air heat exchanger 20, the hot side of the cabin air heat exchanger 20 circulating air in the carriage, and the cold side inlet of the cabin air heat exchanger 20 being in communication with the outlet of the turbine 35. The temperature of the air in the carriage is reduced by the hot side of the cabin air heat exchanger 20 circulating. The cold side outlet of the cabin air heat exchanger 20 can be discharged to the outside of the carriage.

[0048] The embodiment of the present application utilizes the principle of air compression refrigeration, so that the cold air output by the turbine 35 participates in the temperature regulation of the cabin, solves the problem of utilization of low-pressure high-temperature air in the tube, is connected with the outside world, does not need to carry an additional cold source, reduces the weight of the system, and widens the application range of the low-vacuum tube train cabin temperature control to all-weather working conditions.

[0049] Optionally, the train further comprises: a regenerator 34, the hot side inlet of the regenerator 34 being in communication with the hot side outlet of the heat exchange module, and the cold side outlet of the regenerator 34 being in communication with the inlet of the turbine 35; a condenser 36, the hot side inlet of the condenser 36 being in communication with the hot side outlet of the regenerator 34, the cold side inlet of the condenser 36 being in communication with the outlet of the turbine 35, and the cold side outlet of the condenser 36 being in communication with the cold side inlet of the cabin air heat exchanger 20; and a water separator 37, the inlet of the water separator 37 being in communication with the hot side outlet of the condenser 36, and the outlet of the water separator 37 being in communication with the cold side inlet of the regenerator 34. Water vapor in the process of preparing cold air is removed by the regenerator 34, the condenser 36 and the water separator 37, so as to prevent the freezing of the turbine 35 caused by water in the air.

[0050] Optionally, the heat exchange module comprises a first heat exchange unit and a second heat exchange unit, the hot side of the first heat exchange unit and the hot side of the second heat exchange unit being connected in series, the cold side of the first heat exchange unit taking the air outside the carriage as the refrigerant, the cold side inlet of the second heat exchange unit being in communication with the cold side outlet of the cabin air heat exchanger 20, and the cold side outlet of the second heat exchange unit being in communication with the outside of the carriage. The cold side of the first heat exchange unit taking the air outside the carriage as the refrigerant can be understood as obtaining the air outside the carriage through the bleed air system 101 and shunting the air as the cold side refrigerant of the first heat exchange unit, or can be understood as that the cold side of the first heat exchange unit is arranged outside the carriage. The second heat exchange unit realizes the secondary utilization of the cold air of the cold side outlet of the cabin air heat exchanger 20.

[0051] Optionally, the first heat exchange unit comprises a first heat exchanger and a second heat exchanger in series on the hot side. The series on the hot side can be understood as the hot side outlet of the first heat exchanger being in communication with the hot side inlet of the second heat exchanger.

[0052] Optionally, the booster module comprises a first compressor 31 and a second compressor 31, the first compressor 31 being in series before the hot side inlet of the first heat exchanger, and the second compressor 31 being in series before the hot side inlet of the second heat exchanger. By boosting twice and exchanging heat respectively, the air pressure is increased while the air temperature is reduced, which, in combination with the subsequent turbine 35, achieves better refrigeration efficiency.

[0053] Optionally, the bleed air system 101 comprises a forward ram air inlet 26 and a reverse ram air inlet 27, and a one-way valve 28 is arranged in the forward ram air inlet 26 and the reverse ram air inlet 27 respectively to allow air to enter the passenger compartment only. By using the one-way valve 28 and arranging one air inlet for each of the forward and reverse driving directions of the train head, the problem of bleed air for the train in the forward and reverse driving directions is solved, and the purpose of ensuring the air intake amount of the train in the forward and reverse driving directions is achieved without complex mechanical structure, which is relatively stable and reliable.

[0054] Optionally, the train further comprises a pressure regulating valve 24, a first end of the pressure regulating valve 24 being arranged in the passenger compartment, and a second end of the pressure regulating valve 24 being arranged outside the bottom of the passenger compartment. The pressure in the passenger cabin is controlled by the opening degree of the pressure regulating valve 24. The second end of the pressure regulating valve 24 is arranged outside the bottom of the passenger compartment, and since the exhaust port is located at the bottom of the train, it can carry away part of the aerodynamic heat generated by air friction on the surface of the train, thereby reducing the temperature of the train.

[0055] Optionally, the train further comprises a plurality of isolation sealing doors 3, the plurality of isolation sealing doors 3 being capable of dividing one passenger compartment into a plurality of subspaces; each subspace is provided with an independent cabin air fan, an air inlet of the cabin air fan being in communication with the inside of the passenger compartment, and an air outlet of the cabin air fan being in communication with the hot side inlet of the cabin air heat exchanger 20; each subspace is provided with an independent air supply device, an air inlet of the air supply device being in communication with the hot side outlet of the cabin air heat exchanger 20, and a first control valve being arranged at the air inlet of the air supply device; each subspace is provided with an independent air exhaust device, an air outlet of the air exhaust device being in communication with the first end of the pressure regulating valve 24, and a second control valve being arranged at the air outlet of the air exhaust device. By using the independent cabin air fan, air supply device and air exhaust device of each subspace, when a problem occurs in a certain subspace, the subspace can be isolated without affecting the temperature and pressure of other subspaces. By using the fire isolation technology of the closed space in this embodiment, when a fire breaks out in the closed space, the refrigeration and air circulation problems in the isolation room where no fire has occurred can be guaranteed, and the fire can be eliminated at the first time, thereby overcoming the fire safety problem in a low-pressure environment and ensuring the safety of the crew.

[0056] Optionally, the train further comprises: a plurality of smoke alarms, the plurality of smoke alarms are respectively arranged in each sub-space; and a controller 7, the controller 7 is connected with the isolation sealing door 3, the plurality of smoke alarms, the cabin fan, the air supply device and the exhaust device; wherein when the smoke alarm generates an alarm signal, the controller 7 monitors the alarm signal, and the controller 7 sends a closing signal to the corresponding isolation sealing door 3, cabin fan, first control valve and second control valve, so as to close the sub-space. Through the smoke alarm to identify the fire and other events, through the controller 7 and the isolation sealing door 3, the cabin fan, the first control valve and the second control valve to realize the automatic sealing of the sub-space. Of course, before sealing the sub-space, the evacuation of personnel must be determined first, therefore, the control center is also provided with a monitoring unit for personnel, since this is not the main technical problem to be solved by the present application, therefore, it is not described in detail.

[0057] Optionally, the controller 7 is connected with the supercharging module or the air supply device, for adjusting the temperature of the car. By increasing the power of the supercharging module, more refrigerant for the cold side of the cabin air heat exchanger 20 can be obtained, and by increasing the power of the air supply device, the efficiency of the passenger cabin air entering the hot side of the cabin air heat exchanger 20 will be higher, both of which can achieve the reduction of the temperature of the car.

[0058] In one embodiment, the present embodiment draws air from the vacuum pipeline, adopts the method of air compression refrigeration cycle to obtain low-temperature cold air, which is used to take away the excess heat in the cabin, meets the temperature requirement of the cabin, fully utilizes the low-pressure environment of the pipeline, overcomes the disadvantage of high pipeline environment temperature, does not need to carry an extra cold source, reduces the weight of the system, is safe and reliable, solves the problems of the vacuum pipeline train system using pipeline air for refrigeration, using air for two-way air induction, and safety fireproof measures of the closed space, through the design of the ram air inlet and the fire isolation measures of the closed space.

[0059] In one embodiment, the present embodiment provides a low-vacuum pipeline train, which adopts the following several aspects of design:

[0060] 1) Air induction design

[0061] The air induction system 101 includes forward ram air inlets 26, reverse ram air inlets 27, one-way valves 28 and a flow guide pipe. The ram air inlets are located on the outer surface 15 of the first cabin 1, and each inlet is internally provided with a one-way valve 28. When the train is running forward, the forward ram air inlets introduce low-pressure air from the low-vacuum pipe into the flow guide pipe through the one-way valve 28 located at the middle section of the forward ram air inlets. Due to the effect of the one-way valve 28, air cannot flow out of the reverse air inlets, ensuring that the air flow is always directed to the inside of the train during forward and reverse operation, without air leakage. The ends of each inlet are connected to the flow guide pipe, and the flow guide pipe is connected to the inlet of the first air compressor 29. The air induction system 101 functions to introduce low-pressure air from the pipe into the refrigeration system 201.

[0062] 2) Cold air preparation design

[0063] The refrigeration system 201 comprises a first compressor 29, a primary heat exchanger 30, a second compressor 31, a first secondary heat exchanger 32, a second secondary heat exchanger 33, a turbine 35, a regenerator 34, a condenser 36 and a water separator 37; the first cabin top 1 and the second cabin top 17 are separated by a partition, and a gas pipeline can pass through the partition, and the partition is sealed by welding to ensure the sealing of the two cabins; the first compressor 29 is installed on the first cabin top 1 and connected with the outlet of the flow guide pipeline to pressurize the low-pressure air in the pipeline; the pressurized air enters the hot side inlet of the primary heat exchanger 30 through the outlet of the first compressor 29 and is pre-cooled by the ram air in the pipeline; the pre-cooled high-pressure air enters the inlet of the second compressor 31 to continue to pressurize the air; the pressurized air enters the hot side inlet of the first secondary heat exchanger 32 through the outlet of the second compressor 31 and is cooled by the ram air in the pipeline; the air enters the hot side inlet of the second secondary heat exchanger 33 through the hot side outlet of the first secondary heat exchanger 32 and is cooled by the cold air in the cold side loop 23 of the cabin heat exchanger; the air enters the hot side inlet of the regenerator 34 through the hot side outlet of the second secondary heat exchanger 33 to improve the energy utilization rate; the regenerator 34 functions to discharge part of the heat of the air instead of all the heat to the cold air at the outlet of the cooling turbine 35, thereby reducing the temperature rise of the cold air at the outlet of the exhaust turbine 35 when passing through the condenser 36 and improving the refrigeration capacity; the hot side outlet of the regenerator 34 is connected with the hot side inlet of the condenser 36 to cool the unexpanded and cooled high-pressure air to below the dew point, so that the contained water is condensed into water droplets and absorbed on the heat exchange surface of the condenser 36 shell, the water droplets flow into the inlet end of the water separator 37 with the airflow and are separated and discharged, thereby playing a role of high-pressure water removal to prevent the turbine 35 from being blocked by ice due to the contained water; the air after passing through the water separator 37 is connected with the cold side inlet of the regenerator 34; the cold side outlet of the regenerator 34 is connected with the inlet of the turbine 35 to further expand and cool the high-pressure air; the outlet of the turbine 35 is connected with the cold side inlet of the condenser 36, and the cold side outlet of the condenser 36 obtains normal-pressure low-temperature cold air which is connected with the cold side inlet of the cabin heat exchanger to exchange heat with the cabin air and cool the air in the cabin; when the refrigeration capacity is insufficient, i.e., the refrigeration demand of the cabin cannot be met, the pressurization ratio of the first compressor 29 is increased to obtain lower-temperature cold air; when the refrigeration capacity is too large, the pressurization ratio of the first compressor 29 is reduced to save energy.

[0064] 3) Cabin heat exchange design

[0065] The first cabin fan 21 is installed on the top of the first cabin 1 and is used to introduce the air in the first cabin 6 into the cabin air heat exchanger to circulate and radiate the air in the cabin. The outlet of the first cabin fan 21 is connected to the hot side inlet of the cabin air heat exchanger 20, and the hot side outlet of the cabin air heat exchanger 20 is connected to the inlet of the purification device 25, which is used to remove the impurities in the air in the cabin and send the air to the first cabin air supply device 40 through the first cabin flow regulating valve 38. It should be noted that the isolation sealing door 3 between the first cabin 6 and the second cabin 5 is normally open, and a set of environment detection device is used to monitor the environment in the cabin. The working states of the cabin fans in the two cabins are the same, i.e., the internal environments of the first cabin and the second cabin are the same, and the isolation sealing door 3 is started only when a fire emergency occurs. The second cabin fan 41 is installed on the top of the second cabin 17 and is used to introduce the air in the second cabin 5 into the cabin air heat exchanger 20 to circulate and radiate the air in the cabin. The outlet of the second cabin fan 41 is connected to the hot side inlet of the cabin air heat exchanger 20, and the hot side outlet of the cabin air heat exchanger 20 is connected to the inlet of the purification device 25, which is used to remove the impurities in the air in the cabin and send the air to the second cabin air supply device 42 through the second cabin flow regulating valve 39. When the temperature in the cabin is too high, in addition to increasing the refrigerating capacity of the refrigerating system 201, the air volume of the cabin circulating air can be increased to increase the heat exchange capacity of the cabin heat exchanger, i.e., the rotating speed of the first cabin fan 21 and the second cabin fan 41 is increased, so that more air participates in the heat exchange, and the temperature in the cabin is reduced.

[0066] 4) Cabin air pressure maintenance design

[0067] The first air return shutter 12 is installed on the walls on both sides of the bottom of the first cabin 2 and is used to discharge the excess air in the cabin to the bottom of the first cabin 2, which is connected to the cabin air discharge circuit 10 through the first cabin air discharge gate valve 43. The cabin air discharge circuit 10 is discharged to the outside through the pressure regulating valve 24 located at the bottom of the first cabin. The second air return shutter 9 is installed on the walls on both sides of the bottom of the second cabin 11 and is used to discharge the excess air in the cabin to the bottom of the second cabin 11, which is connected to the cabin air discharge circuit 10 through the second cabin air discharge gate valve 44. The cabin air discharge circuit 10 is discharged to the outside through the pressure regulating valve 24 located at the bottom of the first cabin. Further, the bottom of the first cabin 2 and the bottom of the second cabin 11 are separated by a partition, and a gas pipeline that can flow through is welded therebetween.

[0068] 5) Cabin temperature control and air pressure control design

[0069] The control adjustment system comprises a temperature sensor 14, a pressure sensor 13, a pressure regulating valve 24, a first cabin flow regulating valve 38, a second cabin flow regulating valve 39, and a controller 7. The pressure regulating valve 24 is arranged at the bottom of the first cabin 2 for regulating the exhaust pressure, the controller 7 is arranged in the first cabin 6 for controlling various parameters in the cabin, and the temperature sensor 14 is arranged in the passenger cabin for measuring the air temperature in the passenger cabin. When the temperature is too high, on one hand, the controller 7 can increase the rotating speed of the first cabin fan 21 and the second cabin fan 41 to increase the air volume entering the cabin air heat exchanger 20 and increase the heat exchange amount; on the other hand, the controller 7 can control the rotating speed of the first air compressor 29 to increase the refrigerating capacity to meet the requirement of reducing the cabin temperature. The pressure sensor 13 is arranged in the passenger cabin for measuring the air pressure in the passenger cabin, and the stability of the cabin pressure is controlled by the opening degree of the pressure regulating valve 24. When the pressure in the cabin is too high, the opening degree of the pressure regulating valve 24 can be increased to reduce the cabin pressure, and when the pressure in the cabin is insufficient, the opening degree of the pressure regulating valve 24 can be reduced to increase the cabin pressure.

[0070] 6) Fire isolation design

[0071] The fire isolation system in the closed space comprises the first cabin 6, the second cabin 5, the first cabin smoke alarm 4, the second cabin smoke alarm 16, the isolation sealing door 3, the first cabin exhaust gate valve 43, and the second cabin exhaust gate valve 44. When a fire occurs in the first cabin 6, i.e., the first cabin smoke alarm 4 works, the passengers evacuate the first cabin 6 to the second cabin 5, and at the same time, the isolation sealing door 3, the first cabin exhaust gate valve 43, and the first cabin fan 21 are closed, and the first cabin flow regulating valve 38 is completely closed to ensure the air tightness of the first cabin 6 and prevent external air from entering. With the combustion process, the oxygen concentration in the first cabin 6 will decrease rapidly to extinguish the fire. When a fire occurs in the second cabin 5, the situation is the same as that of the first cabin 6, thereby ensuring the safety of the passengers in the closed space in case of an emergency.

[0072] It should be noted that in the above embodiment, the refrigerant of the primary heat exchanger 30, the first secondary heat exchanger 32, and the second secondary heat exchanger 33 can also be replaced by water, a phase change energy storage device, or other refrigerants.

[0073] In this embodiment, high-temperature and low-pressure air in the low-vacuum pipeline is actively compressed, and then cooled by a heat exchanger and a turbine to obtain low-temperature air as a cold source of the cabin air temperature adjustment system. No additional oxygen and cold source need to be carried, the temperature in the passenger cabin is ensured to be within a suitable range, and the comfort of passengers is improved.

[0074] It should be noted that the embodiments of the present application have better implementation, and do not limit the present application in any form, any skilled person in the art can change or modify the above disclosed technical content into equivalent effective embodiments, as long as it does not deviate from the content of the technical scheme of the present application, any modification or equivalent change and modification of the above embodiments according to the technical essence of the present application, still belongs to the scope of the technical scheme of the present application.

Claims

1. A low vacuum tube train, characterized in that, The train comprises: an air induction system having an air inlet arranged outside a vehicle cabin; a refrigeration system comprising a pressure boosting module, a heat exchange module and a turbine, an air inlet of the pressure boosting module being in communication with an air outlet of the air induction system, an air outlet of the pressure boosting module being in communication with a hot side inlet of the heat exchange module, a hot side outlet of the heat exchange module being in communication with an inlet of the turbine, a cold side of the heat exchange module being arranged to circulate a refrigerant; a cabin air heat exchanger having a hot side circulating air inside the vehicle cabin, a cold side inlet of the cabin air heat exchanger being in communication with an outlet of the turbine; a pressure regulating valve having a first end arranged inside the vehicle cabin and a second end arranged outside a bottom of the vehicle cabin; a plurality of isolation sealing doors capable of dividing a vehicle cabin into a plurality of subspaces; each of the subspaces being provided with an independent cabin fan having an air inlet in communication with the inside of the vehicle cabin and an air outlet in communication with the hot side inlet of the cabin air heat exchanger; each of the subspaces being provided with an independent air supply device having an air inlet in communication with the hot side outlet of the cabin air heat exchanger and a first control valve arranged at the air inlet of the air supply device; each of the subspaces being provided with an independent air exhaust device having an air outlet in communication with the first end of the pressure regulating valve and a second control valve arranged at the air outlet of the air exhaust device. The train further comprises:

2. The low vacuum tube train of claim 1, wherein, a regenerator having a hot side inlet in communication with the hot side outlet of the heat exchange module and a cold side outlet in communication with the inlet of the turbine; a condenser having a hot side inlet in communication with the hot side outlet of the regenerator, a cold side inlet in communication with the outlet of the turbine and a cold side outlet in communication with the cold side inlet of the cabin air heat exchanger; and a water separator having an inlet in communication with the hot side outlet of the condenser and an outlet in communication with the cold side inlet of the regenerator. The heat exchange module comprises a first heat exchange unit and a second heat exchange unit, the hot side of the first heat exchange unit and the hot side of the second heat exchange unit being connected in series, the cold side of the first heat exchange unit being arranged to circulate air outside the vehicle cabin as the refrigerant, the cold side inlet of the second heat exchange unit being in communication with the cold side outlet of the cabin air heat exchanger, and the cold side outlet of the second heat exchange unit being in communication with the outside of the vehicle cabin.

3. The low vacuum tube train according to claim 1 or 2, characterized in that, The first heat exchange unit comprises a first heat exchanger and a second heat exchanger connected in series at the hot side.

4. The low vacuum tube train of claim 3, wherein, The pressure boosting module comprises a first air compressor and a second air compressor, the first air compressor being connected in series before the hot side inlet of the first heat exchanger, and the second air compressor being connected in series before the hot side inlet of the second heat exchanger.

5. The low vacuum tube train of claim 4, wherein, The air induction system comprises:

6. The low vacuum tube train of claim 1, wherein, a forward ram air inlet and a reverse ram air inlet, each of the forward ram air inlet and the reverse ram air inlet being provided with a one-way valve allowing air to flow into the vehicle cabin only. The train further comprises:

7. The low vacuum tube train of claim 1, wherein, a plurality of smoke alarms arranged in each of the subspaces; and ​ A controller connected with the isolation sealing door, the plurality of smoke alarms, the cabin fan, the air supply device and the exhaust device; Wherein, when the smoke alarm generates an alarm signal, the controller monitors the alarm signal and sends a closing signal to the corresponding isolation sealing door, cabin fan, first control valve and second control valve to close the sub-space.

8. The low vacuum tube train according to claim 1 or 7, characterized in that, The controller is connected with the supercharging module or the air supply device to adjust the temperature of the vehicle cabin.

Images