Railway air-conditioning unit energy consumption semi-physical simulation test device and method

Abstract

This invention belongs to the field of rail passenger vehicle air conditioning testing technology, and relates to a semi-physical simulation test device and method for the energy consumption of rail passenger vehicle air conditioning units. The device includes an outdoor test chamber, an indoor test chamber, and a control system. The outdoor test chamber is equipped with the tested air conditioning unit, a condenser air volume adjustment mechanism, a branch return air volume adjustment mechanism, and an external environment simulation device. The indoor test chamber is equipped with a main supply air volume adjustment mechanism and an in-vehicle heat load simulation device. The control system has a built-in vehicle return air temperature and humidity control model, which outputs simulated in-vehicle return air temperature and humidity target values ​​based on the inherent parameters of the rail passenger vehicle and actual operating conditions. The tested air conditioning unit adjusts its main return air temperature and humidity to the simulated in-vehicle return air temperature and humidity target values ​​to obtain its energy consumption data. This invention uses a vehicle return air temperature and humidity control model to replace a real vehicle or vehicle simulator, realizing the simulation of air conditioning unit energy consumption testing under actual rail passenger vehicle operating conditions, reducing the test cycle and cost.

Description

Technical Field

[0001] This invention belongs to the field of rail passenger vehicle air conditioning test technology, specifically relating to a semi-physical simulation test device and method for energy consumption of rail passenger vehicle air conditioning units. Background Technology

[0002] Currently, energy consumption tests for air conditioning systems in rail passenger vehicles mainly include whole-vehicle air conditioning energy consumption tests and air conditioning unit energy consumption tests, both of which require the use of real vehicles or vehicle simulators for testing.

[0003] The vehicle air conditioning energy consumption test is conducted in the vehicle thermal test laboratory. It requires a real vehicle equipped with an air conditioning system to conduct the energy consumption test. The test laboratory simulates the external temperature, external humidity, and solar radiation. Multiple sensors for detecting temperature and humidity, as well as multiple electric heaters and electric humidifiers for simulating human body heat load, are installed inside the vehicle. Power lines and data acquisition equipment also need to be installed. The operation of switching test conditions is relatively complex, and the test conditions take a long time to stabilize. Moreover, the vehicle air conditioning energy consumption test can only simulate the energy consumption of the air conditioning unit under static conditions of the rail passenger car. It cannot simulate the operating conditions such as variable fresh air volume, variable condensate air volume, and variable car body heat transfer coefficient K value under the actual operation of the rail passenger car. It also has problems such as long test cycle and high test cost.

[0004] The air conditioning unit energy consumption test is conducted in a limited outdoor space using a scaled-down simulation chamber to replace the entire vehicle. This chamber requires the installation of temperature and humidity sensors, electric heaters, electric humidifiers, power lines, and other equipment. The switching of test conditions is also complex. Furthermore, this method can only simulate the energy consumption of the air conditioning unit under static conditions in a railcar. During the test, both the indoor and outdoor sides are enclosed spaces, and the supply and return air volumes are equal, making it impossible to simulate variable fresh air volume. Instead, a fixed fresh air load is applied using electric heaters to simulate the fresh air volume. However, the fresh air load of an actual railcar varies with the interior temperature and speed, making this method inaccurate in simulating the fresh air load and unable to simulate the variable condensing air volume conditions of the air conditioning unit under actual railcar operation. Additionally, the differences in the heat transfer coefficient (K-value) and heat capacity between the scaled-down simulation chamber and the entire vehicle lead to complex load conversions, and even small heat leakage deviations during air supply can cause significant errors in the energy consumption test.

[0005] In addition, the above-mentioned methods of using real vehicles or vehicle simulators to conduct energy consumption tests on air conditioning units are relatively simple, the test equipment is inconvenient to update, and the universality is poor, which cannot well meet the research and development needs of new models and new air conditioning units. Summary of the Invention

[0006] To address the shortcomings of related technologies, this invention provides a hardware-in-the-loop simulation test device and method for energy consumption of air conditioning units in rail passenger vehicles. The aim is to simulate the energy consumption test of air conditioning units under actual operating conditions of rail passenger vehicles, reduce the test cycle and test cost, and improve the universality of the test.

[0007] This invention provides a hardware-in-the-loop simulation test device for the energy consumption of an air conditioning unit in a rail passenger vehicle, comprising an outdoor test chamber, an indoor test chamber, and a control system; wherein,

[0008] The outdoor test chamber is equipped with the tested air conditioning unit, a condenser air volume regulating mechanism, a branch return air volume regulating mechanism, and an external environment simulation device. The condenser air volume regulating mechanism includes a condenser air duct connected to the condenser chamber of the tested air conditioning unit and a condenser air exhaust fan placed in the condenser air duct. The branch return air volume regulating mechanism includes a branch return air duct and a branch return air exhaust fan placed at the end of the branch return air duct. The indoor test chamber is connected to the beginning of the branch return air duct and the return air duct of the tested air conditioning unit through a main return air duct.

[0009] The indoor test chamber is equipped with a main air supply volume adjustment mechanism and an in-vehicle heat load simulation device. The main air supply volume adjustment mechanism includes a main air supply duct connected to the air outlet duct of the tested air conditioning unit and a main air supply fan placed at the end of the main air supply duct.

[0010] The control system incorporates a vehicle return air temperature and humidity control model. This model is configured to output the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt, based on the inherent parameters of the railcar, the actual operating parameters of the railcar, the outlet air temperature and humidity of the tested air conditioning unit at time t, and the main return air temperature and humidity at the main return air duct. The control system is electrically connected to the external environment simulation device to adjust the temperature and humidity of the outdoor test chamber to the required test conditions. The control system is connected to the main supply air fan, the branch return air fan, and the condenser fan, respectively. The exhaust fan is electrically connected to adjust the total air volume, fresh air volume, and condensate air volume of the tested air conditioning unit to the required values ​​under test conditions; the control system is electrically connected to the in-vehicle heat load simulation device to adjust the heat load of the indoor test room to the required values ​​under test conditions, so that the tested air conditioning unit can adjust the temperature and humidity of the main return air at the main return air duct to be consistent with the target values ​​of the simulated in-vehicle return air temperature and humidity at time t+Δt within a time interval Δt; the control system is electrically connected to the tested air conditioning unit to measure the power consumption and cooling or heating capacity of the tested air conditioning unit.

[0011] In some embodiments, the inherent parameters of the rail passenger vehicle include the air volume inside the vehicle, the heat transfer area of ​​the vehicle body, and the heat capacity of the integrated system; the actual operating parameters of the rail passenger vehicle include the ambient temperature and humidity outside the vehicle that change with time, the hourly heat transfer of solar radiation, the heat transfer coefficient of the vehicle body, the heat load of the electromechanical equipment inside the vehicle, the vehicle speed, the passenger capacity, the condensing air volume, the fresh air volume, and the total air supply volume.

[0012] In some embodiments, the in-vehicle heat load simulation device is configured to control the heat load of the indoor test room to 1 / n of the total heat load of the rail passenger vehicle under actual operating conditions, where n is the total number of air conditioning units installed in the rail passenger vehicle.

[0013] In some embodiments, the condenser duct includes a condenser air inlet channel and a condenser air outlet channel that are interconnected and intersected. The channel where the two intersect and connect is called the condenser air common channel. The condenser air volume regulating mechanism also includes a condenser air nozzle located in the middle of the condenser air common channel and arranged along the condenser air flow direction, a dry and wet bulb temperature sampler located at the beginning of the condenser air common channel, a condenser air exhaust fan located at the end of the condenser air common channel, and condenser air pressure measuring holes and condenser air grilles provided on both the front and rear sides of the condenser air nozzle. One end of the condenser air inlet channel is an air inlet end connected to the outdoor test room, and an openable and closable air inlet door is provided at the air inlet end. The other end is connected to the condenser cavity of the air conditioning unit under test, and an openable and closable air inlet guide door is provided near this end. One end of the condenser air outlet channel is an air outlet end connected to the outdoor test room, and an openable and closable air outlet door is provided at the air outlet end. The other end is connected to the condenser cavity of the air conditioning unit under test, and an openable and closable air outlet guide door is provided near this end.

[0014] In some embodiments, the branch and return air volume adjustment mechanism further includes a branch and return air nozzle and a dry and wet bulb temperature sampler located at the beginning of the branch and return air duct. The branch and return air nozzle is located in the middle of the branch and return air duct and is arranged along the branch and return air flow direction. Branch and return air pressure measuring holes and branch and return air grilles are provided on both the front and rear sides of the branch and return air nozzle.

[0015] In some embodiments, the main air supply mechanism further includes an air supply nozzle and a dry-bulb and wet-bulb temperature sampler located at the beginning of the main air supply duct; the air supply nozzle is located in the middle of the main air supply duct and is arranged along the main air supply flow direction; air supply pressure measurement holes and air supply grilles are provided on both the front and rear sides of the air supply nozzle.

[0016] In some embodiments, the vehicle exterior environment simulation device includes an outdoor electric humidifier, an outdoor electric heater, and an outdoor temperature-controlled air conditioning unit to regulate the temperature and humidity of the outdoor test chamber under the control of the control system.

[0017] In some embodiments, the in-vehicle heat load simulation device includes an indoor electric humidifier, an indoor electric heater, and an indoor temperature-controlled air conditioning unit to adjust the heat load of the indoor test chamber under the control of the control system.

[0018] This invention also provides a semi-physical simulation test method for the energy consumption of air conditioning units in rail passenger vehicles. The method uses the aforementioned semi-physical simulation test device for the energy consumption of air conditioning units in rail passenger vehicles to conduct energy consumption tests on the tested air conditioning units, and includes the following steps:

[0019] Constructing a vehicle return air temperature and humidity control model includes: inputting inherent parameters of the rail passenger car and actual operating condition parameters of the rail passenger car to form a combination of test condition requirements for the multi-factor energy consumption test of the tested air conditioning unit; establishing vehicle return air temperature and humidity control logic, specifically, based on each test condition requirement of the multi-factor energy consumption test of the tested air conditioning unit, listing all possible temperature and humidity values ​​or temperature and humidity zones of the outlet air temperature and humidity of the tested air conditioning unit and the main return air temperature and humidity at the main return air duct at time t, and then pre-setting the target values ​​of simulated in-vehicle return air temperature and humidity at time t+Δt accordingly;

[0020] The external environment simulation device is used to adjust the temperature and humidity of the outdoor test room to the required values ​​for the test conditions, so as to simulate the external environment of the rail passenger car under the actual operating conditions.

[0021] Start the air conditioning unit under test; adjust the frequency of the main supply air fan, the branch return air fan and the condenser air fan according to the actual operating parameters of the rail passenger car, and adjust the main supply air volume, fresh air volume and condenser air volume of the air conditioning unit under test to the required values ​​of the test conditions; adjust the heat load simulation device in the car to adjust the heat load of the indoor test room to the required values ​​of the test conditions.

[0022] The control system collects the outlet air temperature and humidity of the tested air conditioning unit and the main return air temperature and humidity at the main return air duct at time t, and transmits them to the vehicle return air temperature and humidity control model. The vehicle return air temperature and humidity control model outputs the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt according to the established vehicle return air temperature and humidity control logic. The tested air conditioning unit automatically adjusts its cooling or heating capacity to adjust the main return air temperature and humidity at the main return air duct to be consistent with the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt within the time Δt.

[0023] The power consumption and cooling or heating capacity of the tested air conditioning unit are measured, and the energy consumption data of the tested air conditioning unit is calculated.

[0024] In some embodiments, the condenser air volume adjustment of the tested air conditioning unit includes the following steps:

[0025] When the condenser fan of the tested air conditioning unit needs to exhaust air to the outside, the air outlet guide door and the air outlet door are opened, and the air inlet guide door and the air inlet door are closed. Under the action of the condenser fan, the condenser air in the condenser duct is discharged into the outdoor test room through the air outlet door.

[0026] When the condenser fan of the tested air conditioning unit needs to draw air inward, the air inlet guide door and the air inlet door are opened, and the air outlet guide door and the air outlet door are closed. Under the action of the condenser fan, the air in the outdoor test room is drawn into the condenser duct through the air inlet door.

[0027] The control system regulates the condenser air volume by adjusting the frequency of the condenser fan.

[0028] Based on the above technical solution, the semi-physical simulation test device and method for energy consumption of rail passenger vehicle air conditioning units in this embodiment of the invention utilizes a vehicle return air temperature and humidity control model to replace the actual vehicle or vehicle simulation in the energy consumption test of air conditioning units in the prior art. By combining the tested air conditioning unit, the vehicle return air temperature and humidity control model, the condensing air volume adjustment mechanism, the branch return air volume adjustment mechanism, the main supply air volume adjustment mechanism, the external environment simulation device, and the internal heat load simulation device, a semi-physical simulation test device for energy consumption of rail passenger vehicle air conditioning units is established. This enables energy consumption tests of the tested air conditioning unit under simulated operating conditions of rail passenger vehicles, such as varying fresh air volume and varying condensing air volume, significantly reducing the test cycle and test cost, and improving the universality of the test device. Moreover, in the early stages of product design for rail passenger vehicle air conditioning units, the prototype air conditioning unit can be used to conduct energy consumption tests before vehicle installation, avoiding the situation where energy consumption tests can only be conducted after vehicle installation. This allows for obtaining the optimal air conditioning energy-saving control strategy in advance and shortens the R&D cycle of rail passenger vehicle air conditioning units. Attached Figure Description

[0029] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0030] Figure 1 This is a schematic diagram of the components of the semi-physical simulation test device for energy consumption of air conditioning units in rail passenger vehicles according to the present invention;

[0031] Figure 2 This is a schematic diagram of the control system in the semi-physical simulation test device for energy consumption of rail passenger vehicle air conditioning unit of the present invention;

[0032] Figure 3 This is a flowchart of the semi-physical simulation test method for energy consumption of air conditioning units in rail passenger vehicles according to the present invention.

[0033] In the picture:

[0034] C. Indoor Test Chamber; 1. Main Supply Air Fan; 2. Indoor Electric Heater; 3. Supply Air Grille; 4. Supply Air Nozzle; 5. Indoor Electric Humidifier; 6. Supply Air Pressure Measuring Hole; 7. Dry and Wet Bulb Temperature Sampler in Front of Supply Air Nozzle; 43. Main Return Air Dry and Wet Bulb Temperature Sampler; 44. Main Return Air Duct; 45. Main Return Air Grille; 46. Indoor Temperature Controlled Air Conditioning Unit; 47. Main Supply Air Duct;

[0035] B. Outdoor test chamber; 8. Dry and wet bulb temperature sampler for the air conditioner unit under test; 9. Fresh air inlet for the air conditioner unit under test; 10. Air conditioner unit under test; 11. Condenser fan for the air conditioner unit under test; 12. Condenser duct; 13. Inlet air passage; 14. Inlet door; 15. Dry and wet bulb temperature sampler in front of the condenser nozzle; 16. Outlet air passage; 17. Condenser nozzle; 18. Condenser pressure test port; 19. Condenser grille; 20. Condenser exhaust fan; 21. Outlet door; 33. Outdoor temperature-controlled air conditioner unit; 34. Outdoor electric humidifier; 35. Outdoor electric heater; 36. Branch return air exhaust fan; 37. Branch return air duct; 38. Branch return air grille; 39. Branch return air nozzle; 40. Branch return air pressure test port; 41. Dry and wet bulb temperature sampler in front of the branch return air nozzle; 42. Return air duct for the air conditioner unit under test;

[0036] A. Electrical control room; 22. Damper voltage regulator; 23. Fan voltage regulator; 24. Data acquisition equipment voltage regulator; 25. Electric humidifier adjustable voltage regulator; 26. Temperature control air conditioning unit voltage regulator; 27. Electric heater adjustable voltage regulator; 28. Test air conditioning unit adjustable voltage regulator; 29. ​​Test equipment main voltage regulator; 30. Test equipment electrical control cabinet; 31. Data acquisition equipment electrical control cabinet; 32. Test air conditioning unit electrical control cabinet. Detailed Implementation

[0037] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0038] In the description of this invention, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "top", "bottom", "inner", "outer", "left", "right", "front", "rear", "vertical", "horizontal", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0039] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0040] refer to Figure 1 , Figure 2 As shown, the present invention provides a semi-physical simulation test device for energy consumption of air conditioning units in rail passenger vehicles. The device includes an outdoor test room B, an indoor test room C, and an electrical control room A, with a control system installed in the electrical control room A.

[0041] The outdoor test chamber B is equipped with the tested air conditioning unit 10, a condenser air volume regulating mechanism, a branch and return air volume regulating mechanism, and an external environment simulation device. The external environment simulation device is used to regulate the temperature and humidity of the outdoor test chamber B to simulate the external environment of the rail passenger vehicle.

[0042] The condensing air volume regulating mechanism includes a condensing air duct 12 and a condensing air exhaust fan 20 placed in the condensing air duct 12; the condensing air duct 12 is connected to the condensing chamber where the condensing fan 11 of the tested air conditioning unit is located, and the condensing air exhaust fan 20 is used to regulate the condensing air volume of the tested air conditioning unit 10.

[0043] The branch return air volume adjustment mechanism includes a branch return air duct 37 and a branch return air exhaust fan 36 located at the end of the branch return air duct 37. The indoor test room C is connected to the beginning of the branch return air duct 37 and the return air duct 42 of the tested air conditioning unit through a main return air duct 44. That is, a three-way connection structure is formed between the main return air duct 44, the branch return air duct 37 and the return air duct 42 of the tested air conditioning unit. It can be understood that the beginning and end of the branch return air duct 37 are defined according to the branch return air flow direction in the branch return air duct 37. The end of the branch return air duct 37 is opened in the outdoor test room B. The indoor test room C is connected to the outdoor test room B through the main return air duct 44.

[0044] The indoor test chamber C is equipped with a main air supply volume adjustment mechanism and an in-vehicle heat load simulation device. The in-vehicle heat load simulation device is used to adjust the heat load of the indoor test chamber C to simulate the heat load conditions inside the rail passenger car. The main air supply volume regulating mechanism includes a main air supply duct 47 and a main air supply fan 1 located at the end of the main air supply duct 47. The beginning of the main air supply duct 47 is connected to the air outlet duct of the air conditioning unit under test 10, meaning that the total air supply volume delivered from the air outlet duct of the air conditioning unit under test 10 completely enters the main air supply duct 47. The main air supply fan 1 is used to regulate the total air supply volume delivered by the air conditioning unit under test 10 into the main air supply duct 47. It can be understood that the beginning and end of the main air supply duct 47 are defined according to the main air supply flow direction within the main air supply duct 47. The end of the main air supply duct 47 opens into the outdoor test room B, thus connecting the indoor test room C to the outdoor test room B through the main air supply duct 47. This allows the outdoor test room B and the indoor test room C to be connected only through the main air supply duct 47 and the main return air duct 44, without being connected to the outside.

[0045] It should be noted that the sum of the fresh air volume flowing into the fresh air inlet 9 of the tested air conditioning unit and the return air volume flowing into the return air duct 42 of the tested air conditioning unit is equal to the total supply air volume of the tested air conditioning unit 10 into the main supply air duct 47; while the total return air volume flowing into the main return air duct 44 is equal to the sum of the branch return air volume flowing into the branch return air duct 37 and the return air volume flowing into the return air duct 42 of the tested air conditioning unit; since the outdoor test room B and the indoor test room C are only connected by the main supply air duct 47 and the main return air duct 44... Since it is not connected to the outside, the total air supply volume of the tested air conditioning unit 10 into the main supply air duct 47 is equal to the total return air volume flowing into the main return air duct 44. Therefore, the fresh air volume flowing into the fresh air inlet 9 of the tested air conditioning unit is equal to the branch return air volume flowing into the branch return air duct 37. Thus, the fresh air volume of the tested air conditioning unit 10 can be adjusted by regulating the branch return air volume. The branch return air exhaust fan 36 is used to regulate the branch return air volume of the branch return air duct 37, which is also used to regulate the fresh air volume of the tested air conditioning unit 10. It can be understood that the branch return air in the branch return air duct 37 is directly discharged into the outdoor test chamber B to simulate the exhaust gas of a vehicle, and under the action of the external environment simulation device, it is regulated to the air in the outdoor test chamber B to simulate the external environment of a railcar that meets the test conditions.

[0046] The control system incorporates a vehicle return air temperature and humidity control model. This model is configured to output the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt, based on the inherent parameters of the railcar, the actual operating parameters of the railcar, and the outlet air temperature and humidity of the tested air conditioning unit 10 and the main return air temperature and humidity at the main return air duct 44 at time t. It can be understood that the inherent parameters of the railcar and the actual operating parameters of the railcar serve as the input information and test condition requirements for the energy consumption test of the tested air conditioning unit 10; the outlet air temperature and humidity of the tested air conditioning unit 10 and the main return air temperature and humidity at the main return air duct 44 at time t serve as the detection feedback values ​​in the energy consumption test of the tested air conditioning unit 10; and the simulated in-vehicle return air temperature and humidity target value at time t+Δt is the output target value for the energy consumption test of the tested air conditioning unit 10. It should be noted that the target values ​​for simulated in-vehicle return air temperature and humidity at time t+Δt are related to the outlet air temperature and humidity of the tested air conditioning unit 10 and the main return air temperature and humidity at the main return air duct 44 at time t. In some embodiments, industry experience data can be used to list all possible temperature and humidity values ​​or temperature and humidity zones for the outlet air temperature and humidity of the tested air conditioning unit 10 and the main return air temperature and humidity at the main return air duct 44 at time t in the vehicle return air temperature and humidity control model, and the target values ​​for simulated in-vehicle return air temperature and humidity at time t+Δt can be preset accordingly. The target value of the simulated in-vehicle return air temperature and humidity at time t+Δt is output based on the detected air outlet temperature and humidity data of the tested air conditioning unit 10 and the main return air temperature and humidity data at the main return air duct 44 at time t during the test. In other embodiments, the target value of the simulated in-vehicle return air temperature and humidity at time t+Δt can also be obtained directly by using computer simulation analysis or theoretical calculation methods based on the detected air outlet temperature and humidity data of the tested air conditioning unit 10 and the main return air temperature and humidity data at the main return air duct 44 at time t during the test.

[0047] The control system is electrically connected to the external environment simulation device. By adjusting the external environment simulation device, the temperature and humidity of the outdoor test chamber B are adjusted to the required test conditions. It is understood that the external environment temperature and humidity are related to the actual operating conditions of the railcar. The control system is electrically connected to the main supply and exhaust fan 1. By adjusting the frequency of the main supply and exhaust fan 1, the total air volume of the tested air conditioning unit 10 is adjusted to the required test conditions. The control system is electrically connected to the branch return air exhaust fan 36. By adjusting the frequency of the branch return air exhaust fan 36, the fresh air volume of the tested air conditioning unit 10 is adjusted to the required test conditions. The control system is electrically connected to the condenser exhaust fan 20. By adjusting the frequency of the condenser exhaust fan 20, the condenser air volume of the tested air conditioning unit 10 is adjusted to the required test conditions. It is understood that the total air volume, fresh air volume, and condenser air volume of the air conditioning unit are all related to the actual operating conditions of the railcar. The control system is electrically connected to the in-vehicle heat load simulation device. By adjusting the in-vehicle heat load simulation device, the heat load of the indoor test chamber C is adjusted to the required value under test conditions. It can be understood that the in-vehicle heat load is related to the actual operating conditions of the rail passenger car. Subsequently, the tested air conditioning unit 10 adjusts the temperature and humidity of the main return air at the main return air duct 44 to be consistent with the target value of the simulated in-vehicle return air temperature and humidity at time t+Δt within a time interval Δt.

[0048] The control system is electrically connected to the tested air conditioning unit 10 to measure the power consumption and cooling or heating capacity of the tested air conditioning unit 10. Specifically, the power consumption and output cooling or heating capacity of the tested air conditioning unit 10 can be measured using test instruments such as temperature, relative humidity, air volume, current, voltage, and power. By calculating the ratio of the output cooling or heating capacity of the tested air conditioning unit 10 to the input power, the cooling energy efficiency ratio (EER) and heating performance parameters (COP) of the tested air conditioning unit 10 can be obtained, thereby evaluating the energy consumption level of the tested air conditioning unit 10.

[0049] The above illustrative embodiment utilizes a vehicle return air temperature and humidity control model to replace the actual vehicle or vehicle simulator in existing air conditioning unit energy consumption tests. By combining the tested air conditioning unit, the vehicle return air temperature and humidity control model, the condenser air volume adjustment mechanism, the branch return air volume adjustment mechanism, the main supply air volume adjustment mechanism, the external environment simulation device, and the internal heat load simulation device, a semi-physical simulation test device for rail passenger vehicle air conditioning unit energy consumption is established. This enables energy consumption tests of the tested air conditioning unit under simulated operating conditions of rail passenger vehicles, including varying fresh air volume and varying condenser air volume. This significantly reduces the testing cycle and cost, improves the versatility of the testing equipment, and makes it easier for researchers to obtain energy consumption data of the tested air conditioning units that are more consistent with the actual operating conditions of rail passenger vehicles, thus promoting the advancement of energy-saving technology for rail passenger vehicle air conditioning. In addition, this illustrative embodiment can conduct energy consumption tests of air conditioning units before installation using air conditioning unit prototypes in the early stages of rail passenger vehicle air conditioning unit product design, avoiding the situation where energy consumption tests of air conditioning unit prototypes can only be conducted after installation. This allows for obtaining the optimal air conditioning energy-saving control strategy in advance and shortens the R&D cycle of rail passenger vehicle air conditioning units.

[0050] In some embodiments, the inherent parameters of the railcar include the air volume inside the car, the heat transfer area of ​​the car body, and the heat capacity of the integrated system. The inherent parameters of the railcar reflect the inherent parameters of the railcar itself used by the tested air conditioning unit 10, and are only related to the railcar model. When the railcar model is changed, it is only necessary to update the inherent parameter information of the railcar in the vehicle return air temperature and humidity control model, without having to make a big fuss about replacing the real vehicle or vehicle simulation. The actual operating parameters of the railcar include the ever-changing external ambient temperature and humidity, hourly solar radiation heat transfer, car body heat transfer coefficient, heat load of in-car electromechanical equipment, vehicle speed, passenger capacity, condensing air volume, fresh air volume, and total air supply volume. These parameters comprehensively reflect the dynamic parameters under various operating conditions of the railcar during actual operation. Based on these parameters, tests can be conducted to simulate the energy consumption of the tested air conditioning unit under different operating conditions, such as varying fresh air volume, varying condensing air volume, and varying car body heat transfer coefficient K value. This yields energy consumption data that more closely reflects the actual operating conditions of the railcar, thereby improving the evaluation level of the air conditioning unit's energy consumption performance. Furthermore, the test process only requires changing the actual operating parameters of the railcar, such as the temperature and humidity in the outdoor test chamber B and the heat load, fresh air volume, condensing air volume, and total air supply volume in the indoor test chamber C, according to the actual operating conditions of the railcar. The test process is simple and intuitive. This illustrative embodiment facilitates timely updates to the air conditioning unit energy consumption test device as the vehicle model changes. Compared to existing technologies, it reduces the investment and control of test equipment, lowers test time and costs, and improves the safety and versatility of the test device. Moreover, by inputting parameters such as external ambient temperature and humidity, solar radiation, in-vehicle heat load, vehicle body heat transfer coefficient K value, passenger capacity, condensing air volume, and fresh air volume into the vehicle return air temperature and humidity control model, it achieves optimal simulation of the actual operating conditions of the rail passenger vehicle. This ensures that the power consumption and cooling or heating capacity of the tested air conditioning unit in this illustrative embodiment are the same as those in the actual operation of the rail passenger vehicle, improving the accuracy and reliability of the test results and enhancing the technical level of energy consumption evaluation for rail passenger vehicle air conditioning units.

[0051] In some embodiments, the in-vehicle heat load simulation device is configured to control the heat load of the indoor test chamber C to 1 / n of the total heat load of the rail passenger vehicle under actual operating conditions, where n is the total number of air conditioning units installed in the rail passenger vehicle. That is, the simulated heat load of the indoor test chamber C is only related to the number of air conditioning units on the rail passenger vehicle, and it is not necessary to perform additional heat load conversion as in the prior art when using a scaled-down simulation chamber test. Therefore, this illustrative embodiment can simulate a larger proportion of the total vehicle heat load, avoiding the problem that small deviations when simulating a small proportion of the total vehicle load can easily cause large errors in the measurement of air conditioning unit energy consumption.

[0052] In some embodiments, the condenser duct 12 includes a condenser air inlet channel and a condenser air outlet channel that are interconnected and intersected. The channel where the two intersect and connect is called the condenser air common channel. The condenser air volume adjustment mechanism also includes a condenser air nozzle 17 and a dry-bulb and wet-bulb temperature sampler 15 located at the beginning of the condenser air common channel. The condenser air nozzle 17 is located in the middle of the condenser air common channel and is arranged along the condenser air flow direction. The condenser air exhaust fan 20 is located at the end of the condenser air common channel. By adjusting the frequency of the condenser air exhaust fan 20, the condenser air volume of the tested air conditioning unit 10 can be adjusted. It can be understood that the beginning and end of the condenser air common channel are defined according to the condenser air flow direction within the condenser air common channel. Condenser air pressure measuring holes 18 and condenser air grilles 19 are provided on both the front and rear sides of the condenser air nozzle 17. The condenser air pressure measuring holes 18 are located between the condenser air nozzle 17 and the condenser air grilles 19. The condenser air grilles 19 are used to rectify the condenser air within the condenser air common channel. The precise measurement of the condensing air volume of the air conditioning unit is achieved through the combined action of the condensing air nozzle 17, the condensing air pressure measuring hole 18, and the dry and wet bulb temperature sampler 15 in front of the condensing air nozzle. One end of the condensing air inlet channel is connected to the outdoor test room B, and an openable and closable air inlet door 14 is provided at the air inlet end. The other end is connected to the condensing chamber of the air conditioning unit under test 10, and an openable and closable air inlet guide door 13 is provided near this end. One end of the condensing air outlet channel is connected to the outdoor test room B, and an openable and closable air outlet door 21 is provided at the air outlet end. The other end is connected to the condensing chamber of the air conditioning unit under test 10, and an openable and closable air outlet guide door 16 is provided near this end. By controlling the opening and closing of the air inlet damper 14 and the air inlet guide damper 13, as well as the opening and closing of the air outlet damper 21 and the air outlet guide damper 16, the switching between the condenser air inlet channel and the condenser air outlet channel can be achieved. This allows for flexible switching of the condenser air flow channel according to the air intake and exhaust needs of the condenser fan 11 of the tested air conditioning unit. This illustrative embodiment enables convenient control and accurate simulation of the condenser air volume of the tested air conditioning unit, thereby enabling energy consumption tests of the tested air conditioning unit under variable condenser air volume.

[0053] In some embodiments, a main return air grille 45 is provided at the beginning of the main return air duct 44 to rectify the main return air flowing out of the indoor test room C; a main return air wet and dry bulb temperature sampler is provided on the portion of the main return air duct 44 located in the indoor test room C to detect the temperature and humidity of the main return air. In some embodiments, the branch return air volume adjustment mechanism further includes a branch return air nozzle 39 and a wet and dry bulb temperature sampler 47 located in front of the branch return air nozzle at the beginning of the branch return air duct 37. The branch return air nozzle 39 is located in the middle of the branch return air duct 37 and is arranged along the branch return air flow direction; branch return air pressure measuring holes 40 and branch return air grilles 38 are provided on both the front and rear sides of the branch return air nozzle 39, the branch return air pressure measuring holes 40 are located between the branch return air nozzle 39 and the branch return air grille 38, and the branch return air grille 38 is used to rectify the branch return air in the branch return air duct 37. Through the combined action of the branch return air nozzle 39, the branch return air pressure measuring hole 40, and the dry and wet bulb temperature sampler 47 in front of the branch return air nozzle, the accurate measurement of the branch return air volume flowing into the branch return air duct 37 is achieved, which is to achieve the accurate measurement of the fresh air volume of the tested air conditioning unit 10; on this basis, by adjusting the branch return air induced draft fan 36, the accurate simulation and convenient control of the fresh air volume of the tested air conditioning unit can be achieved.

[0054] In some embodiments, the main air supply mechanism further includes an air supply nozzle 4 and a wet-bulb and dry-bulb temperature sampler 7 located at the beginning of the main air supply duct 47; a wet-bulb and dry-bulb temperature sampler 8 is provided at the portion of the air outlet duct of the tested air conditioning unit located in the outdoor test room B. The air supply nozzle 4 is located in the middle of the main air supply duct 47 and is arranged along the main air supply flow direction; air supply pressure measuring holes 6 and air supply grilles 3 are provided on both the front and rear sides of the air supply nozzle 4. The air supply pressure measuring holes 6 are located between the air supply nozzle 4 and the air supply grilles 3, and the air supply grilles 3 are used to rectify the main air supply in the main air supply duct. Through the combined action of the air supply nozzle 4, the air supply pressure measuring holes 6, and the wet-bulb and dry-bulb temperature sampler 7, the accurate measurement of the main air supply volume flowing into the main air supply duct 47 is achieved, that is, the accurate measurement of the total air supply volume of the tested air conditioning unit 10 is achieved; based on this, by adjusting the main air supply fan 1, the accurate simulation and convenient control of the total air supply volume of the tested air conditioning unit can be achieved.

[0055] In some embodiments, the external environment simulation device includes an outdoor electric humidifier 34, an outdoor electric heater 35, and an outdoor temperature-controlled air conditioning unit 33; the control system controls the outdoor electric humidifier 34, the outdoor electric heater 35, and the outdoor temperature-controlled air conditioning unit 33 respectively to humidify, heat, and cool the air in the outdoor test chamber B, thereby facilitating timely adjustment of the temperature and humidity of the outdoor test chamber B, and thus simulating the external environment conditions of the actual operation of the rail passenger vehicle.

[0056] In some embodiments, the in-vehicle heat load simulation device includes an indoor electric humidifier 5, an indoor electric heater 2, and an indoor temperature-controlled air conditioning unit 46; the control system controls the indoor electric humidifier 5, the indoor electric heater 2, and the indoor temperature-controlled air conditioning unit 46 respectively to humidify, heat, and cool the air in the indoor test chamber C, thereby facilitating the adjustment of the heat load in the indoor test chamber C and simulating the in-vehicle heat load during actual operation of the rail passenger vehicle.

[0057] In some embodiments, the control system within the electrical control room A specifically includes an electrical control cabinet 31 for data acquisition equipment, an electrical control cabinet 30 for test equipment, an electrical control cabinet 32 ​​for the tested air conditioning unit, a regulated power supply 24 for data acquisition equipment, a regulated power supply 23 for fans, a regulated power supply 22 for dampers, an adjustable regulated power supply 25 for electric humidifiers, an adjustable regulated power supply 27 for electric heaters, a regulated power supply 26 for temperature-controlled air conditioning units, an adjustable regulated power supply 28 for the tested air conditioning unit, a main power supply 29 for the test equipment, an industrial computer, and a display, etc. It is understood that the vehicle return air temperature and humidity control model is built into the industrial computer, which also includes various data acquisition modules, fan controllers, damper controllers, etc., to collect parameters of each test device and adjust the operation of each test device accordingly; the industrial computer is also equipped with a display to visualize the entire test process and test results. It is understood that the relevant configurations of the control system are known to those skilled in the art and will not be described in detail here.

[0058] refer to Figures 1-3 As shown, the present invention also provides a semi-physical simulation test method for the energy consumption of a rail passenger vehicle air conditioning unit. The method involves using the aforementioned semi-physical simulation test device to conduct an energy consumption test on the tested air conditioning unit 10 of a rail passenger vehicle, comprising the following steps:

[0059] Start the control system to collect the temperature and humidity of outdoor test chamber B and indoor test chamber C, as well as the electrical parameters of each electrical device, and determine if there are any abnormalities. If an abnormality is found, stop the machine for maintenance and then restart the control system.

[0060] Constructing a vehicle return air temperature and humidity control model includes: inputting inherent parameters of the rail passenger car and actual operating condition parameters of the rail passenger car. Since the parameters have multiple classifications and different values, a combination of test conditions for the energy consumption test of the tested air conditioning unit with more than 10 factors can be formed; establishing the vehicle return air temperature and humidity control logic, specifically, based on each test condition requirement of the energy consumption test of the tested air conditioning unit with more than 10 factors, listing all possible temperature and humidity values ​​or temperature and humidity zones of the outlet air temperature and humidity of the tested air conditioning unit 10 and the main return air temperature and humidity at the main return air duct 44 at time t, and then pre-setting the target values ​​of simulated in-vehicle return air temperature and humidity at time t+Δt accordingly;

[0061] The external environment simulation device was adjusted to bring the temperature and humidity of the outdoor test chamber B to the required values ​​to simulate the external environment of the rail passenger car under actual operating conditions.

[0062] Start the tested air conditioning unit 10; according to the actual operating parameters of the rail passenger car, adjust the frequency of the main supply air fan 1, the branch return air fan 36 and the condenser air fan 20 respectively, and adjust the main supply air volume, fresh air volume and condenser air volume of the tested air conditioning unit 10 to the required values ​​of the test conditions; adjust the heat load simulation device in the car to adjust the heat load of the indoor test room C to the required values ​​of the test conditions.

[0063] The control system collects the outlet air temperature and humidity of the tested air conditioning unit 10 and the main return air temperature and humidity at the main return air duct 44 at time t, and transmits them to the vehicle return air temperature and humidity control model. The vehicle return air temperature and humidity control model outputs the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt according to the established vehicle return air temperature and humidity control logic. The tested air conditioning unit 10 automatically adjusts its cooling or heating capacity to adjust the main return air temperature and humidity at the main return air duct 44 to be consistent with the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt within the time Δt.

[0064] The power consumption and cooling or heating capacity of the tested air conditioning unit 10 are measured, and the energy consumption data of the tested air conditioning unit 10 are calculated.

[0065] The above illustrative embodiment establishes a semi-physical simulation test device for the energy consumption of rail passenger vehicle air conditioning units by combining the tested air conditioning unit, a vehicle return air temperature and humidity control model, a condensing air volume adjustment mechanism, a branch return air volume adjustment mechanism, a main supply air volume adjustment mechanism, an external environment simulation device, and an internal heat load simulation device. This device simulates the energy consumption of the tested air conditioning unit under varying fresh air volume and condensing air volume conditions under actual rail passenger vehicle operation. This allows researchers to obtain energy consumption data for the tested air conditioning unit that better reflects the actual operating conditions of rail passenger vehicles more quickly and effectively, significantly reducing the test cycle and cost, and improving the versatility of the test device. Furthermore, this illustrative embodiment enables energy consumption testing of the air conditioning unit before vehicle installation using a prototype unit in the early stages of rail passenger vehicle air conditioning unit product design, significantly shortening the R&D cycle of rail passenger vehicle air conditioning units. This facilitates obtaining the optimal air conditioning energy-saving control strategy in advance, thereby promoting the advancement of rail passenger vehicle air conditioning energy-saving technology.

[0066] In some embodiments, the adjustment of the condensing air volume of the tested air conditioning unit 10 specifically includes the following steps:

[0067] When the condenser fan of the tested air conditioning unit 10 needs to exhaust air to the outside, the air outlet door 16 and the air outlet door 21 are opened, and the air inlet door 13 and the air inlet door 14 are closed. Under the action of the condenser fan 20, the condenser air in the condenser duct 12 is discharged into the outdoor test room B through the air outlet door 21.

[0068] When the condenser fan of the tested air conditioning unit 10 needs to draw air inward, the air inlet guide door 13 and the air inlet door 14 are opened, and the air outlet guide door 16 and the air outlet door 21 are closed. Under the action of the condenser fan 20, the air in the outdoor test room B is drawn into the condenser duct 12 through the air inlet door 14.

[0069] The control system regulates the condenser air volume by adjusting the frequency of the condenser fan 20.

[0070] The above illustrative embodiment can flexibly switch the flow channel of condenser air according to the intake and exhaust needs of the condenser fan 11 of the tested air conditioning unit; on this basis, convenient control and accurate simulation of the condenser air volume of the tested air conditioning unit are realized.

[0071] Through the description of several embodiments of the semi-physical simulation test device and method for energy consumption of rail passenger car air conditioning units of the present invention, it can be seen that the present invention has at least one or more of the following advantages:

[0072] 1) This invention solves the problem that current energy consumption tests for rail passenger vehicle air conditioning require the use of real vehicles or vehicle simulators, and cannot simulate the energy consumption tests under conditions such as variable fresh air volume, variable condensing air volume, and variable heat transfer coefficient K value of the vehicle body under actual rail passenger vehicle operation. It replaces the real vehicle or vehicle simulator with a vehicle return air temperature and humidity control model, and uses main supply air volume adjustment mechanism, condensing air volume adjustment mechanism, and branch return air volume adjustment mechanism to adjust the total supply air volume, condensing air volume, and fresh air volume of the tested air conditioning unit, respectively. It uses an external environment simulation device and an internal heat load simulation device to simulate the external environment and internal heat load under the actual operating conditions of the rail passenger vehicle, respectively. Therefore, it achieves an air conditioning unit energy consumption test that more closely matches the actual operating conditions of rail passenger vehicles, reduces the test cycle and cost, improves the accuracy and reliability of test results, enhances the technical level of rail passenger vehicle air conditioning energy consumption evaluation, and promotes the advancement of rail passenger vehicle air conditioning energy-saving technology.

[0073] 2) This invention utilizes a vehicle return air temperature and humidity control model to replace a real vehicle or vehicle simulator. This allows for energy consumption testing of the air conditioning unit before installation using a prototype unit in the early stages of the rail passenger vehicle air conditioning unit product design. This avoids the situation where the energy consumption test of the air conditioning unit prototype can only be carried out after installation, which is conducive to obtaining the best air conditioning energy-saving control strategy in advance and shortening the R&D cycle of rail passenger vehicle air conditioning units.

[0074] 3) This invention uses a vehicle return air temperature and humidity control model to replace the real vehicle or vehicle simulation, which reduces the amount of test equipment and makes it easier to update the test device in a timely manner according to the vehicle model. This simplifies the test, saves test time and cost, reduces test errors, and helps R&D personnel to develop energy-saving design schemes for air conditioning units more quickly and effectively, improves work efficiency, and provides conditions for carrying out comprehensive energy consumption tests of rail passenger vehicle air conditioning units. In this way, it can better achieve energy conservation and emission reduction of rail passenger vehicle air conditioning systems.

[0075] 4) This invention can accurately simulate and conveniently control the total air supply volume, fresh air volume and condensate air volume of the tested air conditioning unit. The nozzle measurement method makes the measurement of the total air supply volume, fresh air volume and condensate air volume of the air conditioning unit more accurate, thereby obtaining a more accurate fresh air load, overcoming the current problem of complex or insufficient accuracy in the conversion of fresh air load in the energy consumption test of air conditioning unit.

[0076] 5) In the energy consumption test of the tested air conditioning unit, this invention only needs to change the parameters in the control model of outdoor temperature and humidity, total air supply volume, fresh air volume, condensate air volume and vehicle return air temperature and humidity according to the actual working conditions of the rail passenger car. There is no need to perform complex conversions for different vehicle models to simulate loads. The test process is simple and intuitive. It no longer requires real vehicles or vehicle simulators and their built-in electric heaters, electric humidifiers and other equipment, which reduces the investment and control of test equipment and improves the accuracy and safety of the test.

[0077] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0078] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A semi-physical simulation test device for energy consumption of a railcar air conditioning unit, characterized in that, This includes an outdoor testing room, an indoor testing room, and a control system; among which, The outdoor test chamber is equipped with a test air conditioning unit, a condenser air volume adjustment mechanism, a branch return air volume adjustment mechanism, and an external environment simulation device. The condenser air volume adjustment mechanism includes a condenser air duct connected to the condenser chamber of the test air conditioning unit and a condenser air exhaust fan placed in the condenser air duct. The branch return air volume adjustment mechanism includes a branch return air duct and a branch return air exhaust fan placed at the end of the branch return air duct. The indoor test chamber is connected to the beginning of the branch return air duct and the return air duct of the test air conditioning unit through a main return air duct. The indoor test chamber is equipped with a main air supply volume adjustment mechanism and an in-vehicle heat load simulation device; the main air supply volume adjustment mechanism includes a main air supply duct connected to the air outlet duct of the air conditioning unit under test and a main air supply fan placed at the end of the main air supply duct. The control system incorporates a vehicle return air temperature and humidity control model. This model is configured to output the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt, based on the inherent parameters of the railcar, the actual operating parameters of the railcar, the outlet air temperature and humidity of the tested air conditioning unit at time t, and the main return air temperature and humidity at the main return air duct. The control system is electrically connected to the external environment simulation device to adjust the temperature and humidity of the outdoor test chamber to the required test conditions. The control system is connected to the main supply air fan, the branch return air fan, and the cooling system. The condenser fan is electrically connected to adjust the total air volume, fresh air volume, and condensing air volume of the tested air conditioning unit to the required values ​​under test conditions. The control system is electrically connected to the in-vehicle heat load simulation device to adjust the heat load of the indoor test room to the required values ​​under test conditions. Then, the tested air conditioning unit adjusts the temperature and humidity of the main return air at the main return air duct to be consistent with the target values ​​of the simulated in-vehicle return air temperature and humidity at time t+Δt within a time interval Δt. The control system is electrically connected to the tested air conditioning unit to measure the power consumption and cooling or heating capacity of the tested air conditioning unit.

2. The semi-physical simulation test device for energy consumption of rail passenger vehicle air conditioning units according to claim 1, characterized in that, The inherent parameters of the railcar include the air volume inside the car, the heat transfer area of ​​the car body, and the heat capacity of the integrated system; the actual operating parameters of the railcar include the ambient temperature and humidity outside the car that change with time, the hourly heat transfer of solar radiation, the heat transfer coefficient of the car body, the heat load of the electromechanical equipment inside the car, the car speed, the passenger capacity, the condensing air volume, the fresh air volume, and the total air supply volume.

3. The semi-physical simulation test device for energy consumption of rail passenger vehicle air conditioning units according to claim 2, characterized in that, The in-vehicle heat load simulation device is configured to control the heat load of the indoor test room to 1 / n of the total heat load of the rail passenger car under actual operating conditions, where n is the total number of air conditioning units arranged in the rail passenger car.

4. The semi-physical simulation test device for energy consumption of rail passenger vehicle air conditioning units according to claim 2, characterized in that, The condensing air duct includes interconnected condensing air inlet and condensing air outlet channels, with the channel at their intersection referred to as the condensing air common channel. The condensing air volume regulating mechanism also includes a condensing air nozzle located in the middle of the condensing air common channel and arranged along the condensing air flow direction, a dry-bulb and wet-bulb temperature sampler located at the beginning of the condensing air common channel, and a condensing air exhaust fan located at the end of the condensing air common channel. The condensing air nozzle has condensing air pressure measuring holes and condensing air grilles on both its front and rear sides. One end of the condensing air inlet channel is an inlet end connected to the outdoor test room, and the inlet end is equipped with an openable and closable inlet door. The other end is connected to the condensing chamber of the air conditioning unit under test, and an openable and closable inlet guide door is located near this end. One end of the condensing air outlet channel is an outlet end connected to the outdoor test room, and the outlet end is equipped with an openable and closable outlet door. The other end is connected to the condensing chamber of the air conditioning unit under test, and an openable and closable outlet guide door is located near this end.

5. The railcar air conditioning unit energy consumption semi-physical simulation test device according to claim 2, characterized in that, The branch return air volume adjustment mechanism also includes a branch return air nozzle and a dry and wet bulb temperature sampler located at the beginning of the branch return air duct. The branch return air nozzle is located in the middle of the branch return air duct and is arranged along the branch return air flow direction. Branch return air pressure measuring holes and branch return air grilles are provided on both the front and rear sides of the branch return air nozzle.

6. The railcar air conditioning unit energy consumption semi-physical simulation test device according to claim 2, characterized in that, The main air supply volume adjustment mechanism also includes an air supply nozzle and a dry and wet bulb temperature sampler located at the beginning of the main air supply duct. The air supply nozzle is located in the middle of the main air supply duct and is arranged along the main air supply flow direction. Air supply pressure measuring holes and air supply grilles are provided on both the front and rear sides of the air supply nozzle.

7. The railcar air conditioning unit energy consumption semi-physical simulation test device according to claim 2, characterized in that, The vehicle exterior environment simulation device includes an outdoor electric humidifier, an outdoor electric heater, and an outdoor temperature-controlled air conditioning unit, which adjust the temperature and humidity of the outdoor test room under the control of the control system.

8. The railcar air conditioning unit energy consumption semi-physical simulation test device according to claim 2, characterized in that, The in-vehicle heat load simulation device includes an indoor electric humidifier, an indoor electric heater, and an indoor temperature-controlled air conditioning unit, which adjust the heat load of the indoor test room under the control of the control system.

9. A method for semi-physical simulation test of energy consumption of a railcar air conditioning unit, characterized in that, The energy consumption test of the air conditioning unit of the rail passenger vehicle under test is carried out using the semi-physical simulation test device for energy consumption of the rail passenger vehicle air conditioning unit as described in claim 4, including the following steps: Constructing a vehicle return air temperature and humidity control model includes: inputting the inherent parameters of the rail passenger car and the actual operating condition parameters of the rail passenger car to form a combination of test condition requirements for the multi-factor energy consumption test of the tested air conditioning unit; establishing vehicle return air temperature and humidity control logic, specifically, based on each test condition requirement of the multi-factor energy consumption test of the tested air conditioning unit, listing all possible temperature and humidity values ​​or temperature and humidity zones of the outlet air temperature and humidity of the tested air conditioning unit and the main return air temperature and humidity at the main return air duct at time t, and using these to pre-set the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt. The external environment simulation device is used to adjust the temperature and humidity of the outdoor test room to the required values ​​for the test conditions, so as to simulate the external environment of the rail passenger car under the actual operating conditions. Start the air conditioning unit under test; adjust the frequency of the main supply air fan, the branch return air fan and the condenser air fan according to the actual operating parameters of the rail passenger car, and adjust the main supply air volume, fresh air volume and condenser air volume of the air conditioning unit under test to the required values ​​of the test conditions; adjust the heat load simulation device in the car to adjust the heat load of the indoor test room to the required values ​​of the test conditions. The control system collects the outlet air temperature and humidity of the tested air conditioning unit and the main return air temperature and humidity at the main return air duct at time t, and transmits them to the vehicle return air temperature and humidity control model. The vehicle return air temperature and humidity control model outputs the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt according to the established vehicle return air temperature and humidity control logic. The tested air conditioning unit automatically adjusts its cooling or heating capacity to adjust the main return air temperature and humidity at the main return air duct to be consistent with the simulated in-vehicle return air temperature and humidity target values ​​at time t+Δt within the time Δt. The power consumption and cooling or heating capacity of the tested air conditioning unit are measured, and the energy consumption data of the tested air conditioning unit is calculated.

10. The semi-physical simulation test method for energy consumption of air conditioning units in rail passenger vehicles according to claim 9, characterized in that, The adjustment of the condenser air volume of the tested air conditioning unit includes the following steps: When the condenser fan of the tested air conditioning unit needs to exhaust air to the outside, the air outlet guide door and the air outlet door are opened, and the air inlet guide door and the air inlet door are closed. Under the action of the condenser fan, the condenser air in the condenser duct is discharged into the outdoor test room through the air outlet door. When the condenser fan of the tested air conditioning unit needs to draw air inward, the air inlet guide door and the air inlet door are opened, and the air outlet guide door and the air outlet door are closed. Under the action of the condenser fan, the air in the outdoor test room is drawn into the condenser duct through the air inlet door. The control system regulates the condenser air volume by adjusting the frequency of the condenser fan.

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