Air conditioning system and railway vehicle

Abstract

The air conditioning system comprises a heat exchanger and a supporting frame fixedly arranged on a vehicle roof, a frame opening of the supporting frame is fixedly provided with a grating cover plate, and the grating cover plate is arranged over the heat exchanger in a covering mode; the grating cover plate is provided with an air outlet, and a vertical air channel extending in the vertical direction of the vehicle body is formed between the air outlet and the heat exchanger. A flow guide cover plate is arranged on an edge beam of the supporting frame, a flow guide groove is formed in the roof, and an air inlet channel is formed between the flow guide cover plate and the flow guide groove. The air inlet channel comprises a longitudinal air channel and a transverse air channel communicated between the longitudinal air channel and the vertical air channel, the longitudinal air channel extends in the longitudinal direction of the vehicle body, and the transverse air channel extends in the transverse direction of the vehicle body and is aligned to the heat exchanger; when the actual running speed of the vehicle body exceeds the maximum running speed, high-speed air flow of the vehicle roof sequentially flows through the longitudinal air duct, the transverse air duct, the heat exchanger and the vertical air duct, two-side air inlet and middle air outlet are achieved, hot air backflow is eradicated, natural air pressure is utilized, the runner structure is optimized, and energy consumption is effectively reduced.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and in particular to an air conditioning system and a rail vehicle. Background Technology

[0002] The air conditioning system of rail vehicles is a key piece of equipment to ensure operational safety and passenger comfort, and it has multiple missions, such as dissipating heat from the equipment compartment and regulating the temperature of the carriage.

[0003] In existing common designs, the heat exchanger of the air conditioning system adopts a downward-pressurized layout, installed on the top of the vehicle. The air intake grille is directly above it, and the exhaust grilles are on both sides. The heat exchange fan is located directly above the heat exchanger, blowing air downwards during operation. This forces outside cold air along the air intake grille, pushing it over the heat exchanger fins, and the heated air is then forced out through the exhaust grilles on both sides. In this layout, the air enters in a straight downward direction, then makes a sharp 90-degree turn through the heat exchanger, and finally makes another sharp 90-degree turn to exit from the sides. Each sharp turn, passing through the grilles and narrow fin gaps, generates significant flow resistance. To overcome this resistance, the heat exchange fan must continuously operate at high power, consuming a large amount of electrical energy. Moreover, due to the downward kinetic energy of the fan and the complex airflow field on the roof, the hot air exhausted from the sides is easily drawn back into the top air intake, forming hot air recirculation. This results in the heat exchange fan drawing in hot air mixed with waste heat instead of cold air, reducing the heat exchanger's efficiency and increasing the energy consumption required to produce the same temperature of cold air.

[0004] Therefore, how to reduce the energy consumption of the air conditioning system of existing rail vehicles is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of this invention is to provide an air conditioning system and a rail vehicle to solve the problem of high energy consumption in existing air conditioning systems. The air conditioning system installs a grille cover with air outlets at the opening of a support frame, and sets up air inlet channels at the side beams of the support frame, forming a flow field layout with air intake on both sides and air outlet in the middle. This guides the high-speed airflow from the roof through the heat exchanger in a progressive path along the longitudinal, lateral, and vertical directions. This not only eliminates hot air recirculation at the source and reduces compressor power consumption, but also reduces the fan load by utilizing natural wind pressure and optimizes the flow channel structure to reduce system wind resistance, thereby effectively reducing energy consumption.

[0006] To achieve the above objectives, the present invention provides an air conditioning system, including a heat exchanger and a support frame fixed to the roof of a vehicle. A grille cover is fixed to the opening of the support frame, and the grille cover is positioned directly above the heat exchanger. The grille cover has an air outlet, and a vertical air duct extending vertically along the vehicle body is formed between the air outlet and the heat exchanger.

[0007] The side beams of the support frame are equipped with guide covers, and a guide groove is formed on the roof. An air intake channel is formed between the guide cover and the guide groove. The air intake channel includes a longitudinal air duct and a transverse air duct connecting the longitudinal air duct and the vertical air duct. The longitudinal air duct extends along the longitudinal direction of the vehicle body, and the transverse air duct extends along the transverse direction of the vehicle body and is aligned with the heat exchanger.

[0008] When the actual operating speed of the vehicle exceeds the maximum operating speed, the high-speed airflow on the roof flows sequentially through the longitudinal air duct, the transverse air duct, the heat exchanger, and the vertical air duct.

[0009] In some embodiments, the grille cover includes an air outlet cover and two air inlet cover plates respectively disposed on both sides of the air outlet cover plate. The air outlet cover plate is provided with at least one air outlet linearly distributed along the longitudinal direction of the vehicle body, and the air inlet cover plate is provided with at least one air inlet linearly distributed along the longitudinal direction of the vehicle body. An auxiliary air duct extending vertically along the vehicle body is formed between the air inlet and the heat exchanger.

[0010] When the actual operating speed of the vehicle is lower than the minimum operating speed, the low-speed airflow on the roof flows through the auxiliary air duct, heat exchanger and vertical air duct in sequence.

[0011] In some embodiments, each air outlet is fixedly provided with an air outlet grille, and the air outlet grille is formed with a plurality of evenly distributed air outlet grille holes.

[0012] And / or, each air inlet is fixedly provided with an air inlet grille, the air inlet grille forming a number of air inlet grille holes; along the transverse direction of the vehicle body, in the direction close to the air outlet, the cross-sectional area of ​​all air inlet grille holes gradually decreases.

[0013] In some embodiments, the flow guide groove includes at least one flow guide portion located directly below the flow guide cover plate, and each flow guide portion has a tapered opening at one end away from the heat exchanger;

[0014] In the longitudinal direction of the vehicle body, the tapered opening is exposed outside the guide cover, and the width of the tapered opening gradually increases; the bottom of the tapered opening is provided with a guide slope so that the depth of the tapered opening gradually increases along the vertical direction of the vehicle body. The guide slope is used to guide the high-speed airflow from the roof to the guide section.

[0015] Each section of the air guide includes a longitudinal groove extending along the longitudinal direction of the vehicle body, a transverse groove extending along the transverse direction of the vehicle body, and a transition groove connecting the longitudinal groove and the transverse groove.

[0016] In some embodiments, the flow guide groove includes two flow guide sections that intersect longitudinally along the vehicle body. The transition groove of one flow guide section intersects with the transition groove of the other flow guide section to form a V-shaped protrusion. The V-shaped protrusion extends laterally along the vehicle body toward the direction close to the heat exchanger. The V-shaped protrusion includes two intersecting guide slopes for guiding high-speed airflow laterally along the vehicle body toward the lateral groove.

[0017] In some embodiments, a transition edge is formed at the connection between the longitudinal groove and the transition groove, and the transition edge includes an outer edge disposed on the side away from the heat exchanger; along the longitudinal direction of the vehicle body, the distance between the outer edge and the sharp corner of the V-shaped protrusion is L; along the transverse direction of the vehicle body, the distance between the outer edge and the sharp corner of the V-shaped protrusion is H; the ventilation volume of the air intake channel is Q, and Q, L and H satisfy the following: Q is directly proportional to H and Q is inversely proportional to L.

[0018] In some embodiments, the support frame includes four side beams connected in sequence, with a fixing buckle between any two adjacent side beams. The fixing buckle has a drainage hole for guiding the water accumulated between the two adjacent side beams out.

[0019] In some embodiments, one of any two adjacent side beams is provided with a first slot and the other is provided with a second slot, and the fixing buckle is fastened between the first slot and the second slot; a notch is formed between the first slot and the second slot, and a protrusion is provided on one side of the fixing buckle, the protrusion cooperating with the notch.

[0020] In some embodiments, a fresh air inlet is also provided on the side cover, which is used to introduce outside air into the vehicle compartment; the fresh air inlet is provided with a filter; the side cover is fixed between the roof and the side wall; along the longitudinal direction of the vehicle body, the air intake channel and the fresh air inlet are staggered.

[0021] The present invention also provides a rail vehicle including the above-described air conditioning system.

[0022] Compared to the prior art, the present invention optimizes the structure of the air conditioning system. The optimized air conditioning system includes a heat exchanger and a support frame. The support frame is fixed to the roof of the vehicle. A grille cover is fixed to the frame opening of the support frame, and a guide cover is provided on the side beam of the support frame. A vertical air duct extending vertically along the vehicle body is formed between the air outlet of the grille cover and the heat exchanger. An air intake channel is formed between the guide cover and the air guide groove on the roof. The air intake channel includes a longitudinal air duct and a transverse air duct.

[0023] When the actual operating speed of the vehicle exceeds the maximum operating speed, the high-speed airflow on the roof flows sequentially through the longitudinal air duct, the transverse air duct, the heat exchanger, and the vertical air duct, achieving air intake on both sides and air exhaust in the middle. The structurally physically isolated air intake and exhaust channels cut off the path for exhaust air to be directly re-inhaled. The hot air exhausted from the heat exchanger is quickly drawn away from the air intake channel under the combined effect of thermal buoyancy and the negative pressure zone on the roof, fundamentally eliminating the phenomenon of hot air recirculation. This ensures that the heat exchanger can always exchange heat with the lowest temperature cooling medium. The lower condensing temperature directly means a significant reduction in compressor power consumption, effectively reducing energy consumption.

[0024] Furthermore, the air intake duct can actively capture and utilize the high-speed airflow on the roof, allowing the high-speed airflow to naturally flow into the longitudinal air intake duct. Compared with the traditional down-pressure design, the heat exchange fan does not need to independently bear the entire system's wind resistance, effectively reducing the fan's work requirements and achieving a significant reduction in power consumption.

[0025] Furthermore, by adopting a progressive flow path of longitudinal-lateral-vertical, replacing the high-resistance flow path of vertical-sharp-lateral-sharp-lateral again common in traditional down-pressure layouts, the drastic change in airflow direction is decomposed into multiple air ducts for gradual completion. Each air duct undertakes the task of guiding airflow in one direction, avoiding two consecutive 90-degree sharp turns in traditional designs. By smoothing the flow duct profile to reduce air resistance, the heat exchange fan needs to overcome less back pressure when delivering the same air volume, thus enabling efficient operation at a lower power level and achieving energy savings.

[0026] In summary, this application effectively reduces energy consumption by eliminating hot air recirculation to reduce compressor power consumption, by utilizing natural wind pressure to reduce fan power consumption, and by optimizing the flow channel structure to reduce basic wind resistance. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present 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 only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of an air conditioning system installed on the roof of a vehicle according to a specific embodiment of the present invention;

[0029] Figure 2 for Figure 1 A partial view of the central air intake duct;

[0030] Figure 3 for Figure 1 The main view;

[0031] Figure 4 for Figure 1 Schematic diagram of the air intake principle of the central air intake duct;

[0032] Figure 5 for Figure 1 Assembly diagram of the central support frame and the roof;

[0033] Figure 6 for Figure 1 Structural diagram of the central support frame;

[0034] Figure 7 for Figure 5 Top view of the central air intake duct;

[0035] Figure 8 for Figure 5 A bottom view of the air intake duct;

[0036] Figure 9 for Figure 5 Schematic diagram of the central guide groove;

[0037] Figure 10 for Figure 9 The main view;

[0038] Figure 11 for Figure 10 Another view;

[0039] Figure 12 for Figure 11 Sectional view along line AA;

[0040] Figure 13 for Figure 1 A schematic diagram of the central support frame;

[0041] Figure 14 for Figure 1 Schematic diagram of the center air outlet cover;

[0042] Figure 15 for Figure 1 Schematic diagram of the central air intake cover;

[0043] Figure 16 for Figure 1 A magnified view of the central support frame.

[0044] The attached figures are labeled as follows:

[0045] 1. Roof, 2. Support frame, 3. Grille cover, 4. Air intake duct, and 5. Side cover;

[0046] Flow guide groove 11;

[0047] The flow guide 111, the tapered opening 112, and the V-shaped protrusion 113;

[0048] Longitudinal groove 1111, transverse groove 1112 and transition groove 1113;

[0049] Guide slope 1121;

[0050] Guide slope 1131;

[0051] Frame opening 21, flow guide cover 22, side beam 23 and fixing buckle 24;

[0052] Drain hole 241 and protrusion 242;

[0053] Air outlet cover 31 and air inlet cover 32;

[0054] Air vent 311 and air vent grille 312;

[0055] Air vent grille hole 3121;

[0056] Air inlet 321 and air inlet grille 322;

[0057] Air intake grille hole 3221;

[0058] Longitudinal air duct 41 and transverse air duct 42;

[0059] New air source 51. Detailed Implementation

[0060] The technical solutions of 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 some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0061] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0062] First, it should be noted that in the text, "longitudinal" refers to the length of the vehicle body, "lateral" refers to the width of the vehicle body, and "vertical" refers to the height of the vehicle body.

[0063] This invention discloses an air conditioning system, as shown in the attached figure. Figure 1 As shown, it includes a heat exchanger and a support frame 2 fixed to the roof 1. A grille cover 3 is fixed to the frame opening 21 of the support frame 2. The grille cover 3 covers the heat exchanger directly above it, effectively preventing falling objects from the roof 1 from directly damaging or blocking the heat exchanger and reducing the risk of heat exchanger failure.

[0064] To minimize air resistance, the overall shape of the support frame 2 conforms to the outline of the roof 1, as shown in the attached figure. Figure 1 As shown, both are streamlined arc-shaped, which not only allows the support frame 2 to smoothly transition and integrate with the roof 1, effectively guiding the airflow smoothly and reducing the generation of eddies; but also achieves integrated integration with the car body in terms of structure, avoiding the additional wind resistance and wind noise caused by abrupt changes in geometric shape, thereby improving the aerodynamic performance of the rail vehicle.

[0065] As attached Figure 2As shown, the grille cover 3 is provided with an air outlet 311. A vertical air duct extending along the vehicle body is formed between the air outlet 311 and the heat exchanger. This is used to guide the high-speed airflow to flow vertically, avoid eddies and diffusion on the surface of the heat exchanger, and ensure that the high-speed airflow passes through the fin gap of the heat exchanger efficiently.

[0066] As attached Figure 1 As shown, the side beam 23 of the support frame 2 is provided with a guide cover 22, and the roof 1 has a guide groove 11. An air intake channel 4 is formed between the guide cover 22 and the guide groove 11; as shown in the attached figure. Figure 2 As shown, the air intake channel 4 includes a longitudinal air duct 41 and a transverse air duct 42 connecting the longitudinal air duct 41 and the vertical air duct. The longitudinal air duct 41 extends longitudinally along the vehicle body, and the transverse air duct 42 extends transversely along the vehicle body and is aligned with the heat exchanger.

[0067] When the actual operating speed of the vehicle exceeds the maximum operating speed, the high-speed airflow from the roof 1 flows sequentially through the longitudinal air duct 41, the transverse air duct 42, the heat exchanger, and the vertical air duct, achieving air intake on both sides and air exhaust in the middle. The physically isolated air intake duct 4 and air outlet 311 cut off the path for exhaust air to be directly re-inhaled. The hot air discharged from the heat exchanger is quickly drawn away from the air intake duct 4 under the combined effect of thermal buoyancy and the negative pressure zone of the roof 1, fundamentally eliminating the phenomenon of hot air recirculation and ensuring that the heat exchanger can always exchange heat with the lowest temperature cooling medium. The lower condensing temperature directly means a significant reduction in compressor power consumption, effectively reducing energy consumption.

[0068] The air intake duct 4 can actively capture and utilize the high-speed airflow of the roof 1, allowing the high-speed airflow to naturally flow into the longitudinal air intake duct 4. Compared with the traditional down-pressure design, the heat exchange fan does not need to independently bear the entire system wind resistance, effectively reducing the fan's work requirements and achieving a significant reduction in power consumption.

[0069] By adopting a progressive flow path of longitudinal-lateral-vertical, replacing the high-resistance flow path of vertical-sharp-lateral-sharp-lateral again common in traditional down-pressure layouts, the drastic change in airflow direction is decomposed into multiple air ducts for gradual completion. Each air duct undertakes the task of guiding airflow in one direction, avoiding two consecutive 90-degree sharp turns in traditional designs. By smoothing the flow channel profile to reduce air resistance, the heat exchange fan needs to overcome less back pressure when delivering the same air volume, thus enabling efficient operation at a lower power level and achieving energy savings.

[0070] In summary, this application effectively reduces energy consumption by eliminating hot air recirculation to reduce compressor power consumption, by utilizing natural wind pressure to reduce fan power consumption, and by optimizing the flow channel structure to reduce basic wind resistance.

[0071] As a preferred embodiment, as shown in the appendix Figure 1, 3 As shown in Figure 4, the grille cover 3 includes an air outlet cover 31 and two air inlet covers 32 respectively located on both sides of the air outlet cover 31. That is, along the transverse direction of the vehicle body, the air outlet cover 31 is located between the two air inlet covers 32. All three are fixed to the frame opening 21 of the support frame 2. This layout also forms an airflow channel with air inlet on both sides and air outlet in the middle. A pressure difference is formed between the air inlet cover 32 and the air outlet cover 31, thereby driving the airflow in the positive pressure zone of the roof 1 to be spontaneously drawn in from the air inlet covers 32 on both sides. After passing through the heat exchanger for heat exchange, it is drawn out from the air outlet cover 31 in the negative pressure zone, ensuring that the air conditioning system can maintain a stable and efficient airflow even when the rail vehicle is running at low speed or when natural convection is not strong.

[0072] As attached Figure 14 As shown, the air outlet cover 31 is provided with at least one air outlet 311 linearly distributed along the longitudinal direction of the vehicle body. Each air outlet 311 is aligned with a heat exchange fan along the vertical direction of the vehicle body to ensure that the high-speed airflow after heat exchange is discharged with the highest efficiency and improve the heat exchange efficiency.

[0073] As attached Figure 15 As shown, the air intake cover 32 is provided with at least one air inlet 321 linearly distributed along the longitudinal direction of the vehicle body; an auxiliary air duct extending vertically along the vehicle body is formed between the air inlet 321 and the heat exchanger. When the actual operating speed of the vehicle body is lower than the minimum operating speed, effective heat dissipation cannot be achieved by relying on the dynamic pressure generated by the vehicle body's operation. At this time, the auxiliary air duct and the vertical air duct together form a low-resistance forced air duct. The low-speed airflow from the roof 1 flows through the auxiliary air duct, the heat exchanger, and the vertical air duct in sequence, forming a stable cooling path. This ensures that the heat exchange fan can efficiently draw in low-speed airflow from the side and force it through the heat exchanger for effective exchange. This fundamentally solves the heat dissipation bottleneck problem of the vehicle under low-speed or idling conditions, avoids system overheat protection or performance degradation triggered by insufficient heat dissipation, and improves the reliability of the air conditioning system. Since the fan does not need to work in a turbulent and disordered airflow, the flow resistance that needs to be overcome is reduced. Under the premise of meeting the same cooling requirements, the heat exchange fan can operate stably at a lower speed, effectively reducing fan energy consumption and operating noise.

[0074] As a preferred embodiment, as shown in the appendix Figure 1 and 14As shown, each air outlet 311 is equipped with an air outlet grille 312, which effectively prevents foreign objects from accidentally entering the air outlet 311, reduces the risk of heat exchange fan failure, and significantly improves the operational safety of the heat exchange fan. The air outlet grille 312 has several evenly distributed air outlet grille holes 3121. This evenly distributed void structure can sort and homogenize the exhaust airflow, dividing the originally concentrated and turbulent airflow into multiple uniform and stable fine jets. This not only effectively suppresses the eddies and surges in the exhaust air and reduces aerodynamic noise, but also reduces the local wind resistance of the air outlet 311 by optimizing the flow field structure.

[0075] And / or, as attached Figure 1 and 15 As shown, each air inlet 321 is equipped with an air intake grille 322, which has several air intake grille holes 3221, effectively preventing foreign objects from accidentally entering the air inlet 321. Along the transverse direction of the vehicle body, the cross-sectional area of ​​all air intake grille holes 3221 gradually decreases in the direction near the air outlet 311; that is, the closer to the air outlet 311, the smaller the area of ​​the air intake grille holes 3221, and the greater the air intake resistance; conversely, the farther away from the air outlet 311, the larger the area of ​​the air intake grille holes 3221, and the relatively smaller the air intake resistance. This gradient grille structure enables active control of the airflow distribution. In traditional equal cross-sectional area grille designs, the air intake volume is often too concentrated in the area near the fan or air outlet 311, resulting in insufficient air pressure in the far area, which can easily lead to airflow short-circuiting and ventilation dead zones, and thus cause local overheating. The gradient grille structure of the present invention can promote the more uniform intake of cold air from the entire width direction of the air inlet cover 32, effectively balance the static pressure distribution inside the equipment compartment, avoid local airflow stagnation or pressure imbalance, achieve a more balanced heat dissipation airflow as a whole, weaken the temperature gradient caused by uneven air intake, thereby effectively eliminating local overheating areas and improving the overall heat dissipation uniformity and operational stability of the system.

[0076] Specifically, along the longitudinal direction of the vehicle body, the lengths of the air vent cover 31 and the two air inlet covers 32 are equal, but the lengths of the three are less than the length of the frame opening 21. The frame opening 21 is also fixed with a top sealing plate, which makes up for the structural gap caused by the insufficient total length of the grille cover 3 and enhances the overall rigidity.

[0077] As a preferred embodiment, as shown in the appendix Figure 4 As shown, the flow guide groove 11 includes at least one flow guide portion 111 located directly below the flow guide cover 22, which together with the flow guide cover 22 forms a semi-closed flow channel with an open end, in order to effectively collect and confine the high-speed airflow from a specific direction from the roof 1.

[0078] As attached Figures 7 to 12As shown, each guide section 111 has a tapered opening 112 at the end away from the heat exchanger. In the longitudinal direction of the vehicle body, the tapered opening 112 is exposed outside the guide cover 22, and the width of the tapered opening 112 gradually increases, forming a gradually expanding flow channel. According to the principle of fluid mechanics, when the compressed and accelerated airflow enters this gradually expanding section, the flow velocity will be significantly reduced, and part of the dynamic pressure will be converted into static pressure. This deceleration and pressurization effect allows the high-speed airflow to contact the heat exchanger more evenly, reducing the energy loss and eddies caused by the impact of the high-speed airflow, thereby improving the heat exchange efficiency.

[0079] As attached Figure 7 As shown, the bottom of the tapered opening 112 is provided with a guide slope 1121, which provides a continuously changing flow path to guide the high-speed airflow from the roof 1 to the guide section 111, so that the airflow can follow the shape of the slope and smoothly transition from an approximately vertical direction to a near horizontal direction. This greatly reduces the eddies and local resistance caused by the sudden change in flow direction, preserves the kinetic energy of the airflow, and provides a higher energy airflow for the subsequent heat dissipation process.

[0080] The depth of the tapered opening 112 gradually increases along the vertical direction of the vehicle body, which is equivalent to expanding the capture area of ​​the airflow inlet in the vertical direction. Compared with the vertical wall, the guide slope 1121 can contact and capture airflow from different incident angles earlier, increasing the effective frontal area and improving the collection efficiency of the entire system for the airflow on the roof 1.

[0081] As attached Figure 4 As shown, each flow guide 111 includes a longitudinal groove 1111 extending longitudinally along the vehicle body, a transverse groove 1112 extending laterally along the vehicle body, and a transition groove 1113 connecting the longitudinal groove 1111 and the transverse groove 1112. The longitudinal groove 1111 establishes the main flow direction, the transverse groove 1112 achieves lateral diffusion, and the transition groove 1113 ensures the smoothness and continuity of airflow when switching between different flow directions, reduces flow separation and turbulent energy dissipation, thereby significantly reducing the aerodynamic drag of the entire flow guide 111.

[0082] As a preferred embodiment, as shown in the appendix Figure 4 As shown, the flow guide groove 11 includes two flow guide sections 111 that intersect longitudinally along the vehicle body. The transition groove 1113 of one flow guide section 111 intersects with the transition groove 1113 of the other flow guide section 111 to form a V-shaped protrusion 113. The V-shaped protrusion 113 extends laterally along the vehicle body towards the heat exchanger. The V-shaped protrusion 113 includes two intersecting guide slopes 1131 for guiding high-speed airflow laterally along the vehicle body towards the transverse groove 1112.

[0083] With its unique wedge-shaped geometry, the V-shaped protrusion 113 can actively intercept and capture incoming flows from different longitudinal angles. When high-speed airflow converges on the sharp corner of the V-shaped protrusion 113, a high-pressure zone is formed in front of the sharp corner, which exerts a forced guiding effect on subsequent incoming flows. This forces the airflow to not stagnate or flow randomly, but to be orderly diverted to the left and right sides along the two guiding slopes 1131. This achieves the active convergence and systematic organization of multiple airflow sources. By transforming the disordered flow that might otherwise collide and cancel out energy at the intersection into two well-defined, orderly lateral flows, it fundamentally avoids energy dissipation caused by airflow interference.

[0084] Furthermore, the high-speed airflow, after being combed by the V-shaped protrusion 113, is further accelerated and focused under the constraint of the guiding slope 1131, ultimately forming two enhanced jets with higher kinetic energy and directional stability. These jets are injected more effectively into the transverse groove 1112, and with their enhanced penetrating power, they achieve longer delivery along the width of the heat exchanger, greatly optimizing the overall transverse airflow distribution efficiency. Ultimately, this ensures that even the edge areas far from the heat exchanger can obtain a stable and sufficient supply of cooling airflow, thereby effectively eliminating heat dissipation blind spots.

[0085] As a preferred embodiment, as shown in the appendix Figure 4 As shown, a transition edge is formed at the connection between the longitudinal groove 1111 and the transition groove 1113. The transition edge includes an outer edge on the side away from the heat exchanger. Along the longitudinal direction of the vehicle body, the distance between the outer edge and the tip of the V-shaped protrusion 113 is L. Along the transverse direction of the vehicle body, the distance between the outer edge and the tip of the V-shaped protrusion 113 is H. The ventilation volume of the air intake channel 4 is Q. Q, L and H satisfy the following relationship: Q is directly proportional to H and inversely proportional to L. That is, increasing H, i.e., expanding the ventilation cross-sectional area, can directly increase the air intake volume and enhance the cooling and ventilation performance of the air conditioning system. However, it also increases the area of ​​the structure that obstructs the airflow, resulting in increased aerodynamic resistance. Increasing L, i.e., extending the airflow guidance path, is beneficial for smooth airflow turning, reducing separation and eddies, thereby effectively reducing aerodynamic resistance. However, an excessively long flow channel will also increase flow friction loss, weaken ventilation efficiency, and lead to a decrease in ventilation performance. The height H and length L of the airflow guiding structure are optimized in a coordinated manner to determine the optimal combination of its shape parameters. This minimizes the aerodynamic drag of the vehicle while fully meeting the minimum ventilation performance requirements of the air conditioning system. This avoids the risk of overheating due to insufficient airflow and prevents unnecessary energy consumption and noise caused by excessive airflow.

[0086] As a preferred embodiment, as shown in the appendix Figure 16As shown, the support frame 2 includes four side beams 23 connected in sequence. A fixing buckle 24 is provided between any two adjacent side beams 23. The fixing buckle 24 not only serves as a mechanical connection and reinforcement, but also has a drainage hole 241 specially designed to guide the water accumulated between the two adjacent side beams 23 to drain out, effectively avoiding water residue in the area and preventing problems such as electrolytic corrosion caused by long-term water accumulation, thus fundamentally improving the service life of the support frame 2.

[0087] In a preferred embodiment, one of any two adjacent side beams 23 is provided with a first slot, and the other with a second slot. The fixing buckle 24 is secured between the first and second slots, achieving mechanical interlocking between adjacent side beams 23. This effectively prevents misalignment, rotation, or inversion during assembly, achieving a user-friendly error-proof design and improving assembly accuracy. A notch is formed between the first and second slots, and a protrusion 242 is provided on one side of the fixing buckle 24, as shown in the attached figure. Figure 16 As shown, the protrusion 242, in conjunction with the notch, can effectively suppress relative displacement, friction and impact that may occur when the vehicle is in a driving vibration environment, thereby avoiding abnormal noise problems caused by loose connection and effectively improving connection reliability.

[0088] As a preferred embodiment, as shown in the appendix Figure 1 As shown, the air conditioning system also includes a fresh air vent 51 located on the side panel 5. The fresh air vent 51 is used to introduce outside air into the passenger compartment to maintain air quality and improve comfort. The fresh air vent 51 is equipped with a filter to intercept particulate pollutants in the air. The side panel 5 is fixed between the roof 1 and the side wall. Integrating the fresh air vent 51 into the side panel 5 makes full use of the space on the side of the vehicle body, avoiding separate openings on the roof 1 or other locations. This centralized layout makes the air duct design more compact. Along the longitudinal direction of the vehicle body, the air intake duct 4 and the fresh air vent 51 are staggered, effectively increasing the airflow path distance between them. This prevents the fresh air vent 51 from being too close to the polluted airflow area discharged from the heat exchanger, allowing it to capture cleaner air.

[0089] This invention also discloses a rail vehicle that includes the aforementioned air conditioning system and has the same beneficial effects.

[0090] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0091] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. An air conditioning system, characterized in that, Includes a heat exchanger and a support frame (2) fixed to the roof (1). The frame opening (21) of the support frame (2) is fixed with a grille cover (3), which covers the heat exchanger directly above it. The grille cover (3) is provided with an air outlet (311), and a vertical air duct extending along the vehicle body is formed between the air outlet (311) and the heat exchanger. The side beam (23) of the support frame (2) is provided with a flow guide cover (22), the roof (1) is formed with a flow guide groove (11), and an air inlet channel (4) is formed between the flow guide cover (22) and the flow guide groove (11); the air inlet channel (4) includes a longitudinal air duct (41) and a transverse air duct (42) connecting the longitudinal air duct (41) and the vertical air duct, the longitudinal air duct (41) extends longitudinally along the vehicle body, and the transverse air duct (42) extends transversely along the vehicle body and is aligned with the heat exchanger; When the actual operating speed of the vehicle body exceeds the maximum operating speed, the high-speed airflow of the roof (1) flows through the longitudinal air duct (41), the transverse air duct (42), the heat exchanger and the vertical air duct in sequence.

2. The air conditioning system according to claim 1, characterized in that, The grille cover (3) includes an air outlet cover (31) and two air inlet cover plates (32) respectively disposed on both sides of the air outlet cover (31). The air outlet cover (31) is provided with at least one air outlet (311) linearly distributed along the longitudinal direction of the vehicle body, and the air inlet cover plate (32) is provided with at least one air inlet (321) linearly distributed along the longitudinal direction of the vehicle body. An auxiliary air duct extending vertically along the vehicle body is formed between the air inlet (321) and the heat exchanger. When the actual operating speed of the vehicle body is lower than the minimum operating speed, the low-speed airflow of the roof (1) flows through the auxiliary air duct, the heat exchanger and the vertical air duct in sequence.

3. The air conditioning system according to claim 2, characterized in that, Each of the air outlets (311) is provided with an air outlet grille (312), and the air outlet grille (312) has a plurality of evenly distributed air outlet grille holes (3121). And / or, each of the air inlets (321) is provided with an air inlet grille (322), the air inlet grille (322) forming a plurality of air inlet grille holes (3221); along the transverse direction of the vehicle body, in the direction close to the air outlet (311), the cross-sectional area of ​​all the air inlet grille holes (3221) gradually decreases.

4. The air conditioning system according to any one of claims 1 to 3, characterized in that, The flow guide groove (11) includes at least one flow guide section (111) located directly below the flow guide cover plate (22), and each flow guide section (111) has a tapered opening (112) at one end away from the heat exchanger. In the longitudinal direction of the vehicle body, the tapered opening (112) is exposed outside the air guide cover (22), and the width of the tapered opening (112) gradually increases; the bottom of the tapered opening (112) is provided with an air guide slope (1121) so that the depth of the tapered opening (112) gradually increases along the vertical direction of the vehicle body, and the air guide slope (1121) is used to guide the high-speed airflow from the roof (1) to the air guide (111). Each of the flow guide sections (111) includes a longitudinal groove (1111) extending longitudinally along the vehicle body, a transverse groove (1112) extending laterally along the vehicle body, and a transition groove (1113) connecting the longitudinal groove (1111) and the transverse groove (1112).

5. The air conditioning system according to claim 4, characterized in that, The flow guide groove (11) includes two flow guide sections (111) that intersect longitudinally along the vehicle body. The transition groove (1113) of one flow guide section (111) intersects with the transition groove (1113) of the other flow guide section (111) to form a V-shaped protrusion (113). The V-shaped protrusion (113) extends laterally along the vehicle body towards the heat exchanger. The V-shaped protrusion (113) includes two intersecting guide slopes (1131). The guide slopes (1131) are used to guide the high-speed airflow laterally along the vehicle body towards the transverse groove (1112).

6. The air conditioning system according to claim 5, characterized in that, A transition edge is formed at the connection between the longitudinal groove (1111) and the transition groove (1113), the transition edge including an outer edge provided on the side away from the heat exchanger; along the longitudinal direction of the vehicle body, the distance between the outer edge and the sharp corner of the V-shaped protrusion (113) is L; along the transverse direction of the vehicle body, the distance between the outer edge and the sharp corner of the V-shaped protrusion (113) is H; the ventilation volume of the air inlet channel (4) is Q, and Q, L and H satisfy the following: Q is directly proportional to H, and Q is inversely proportional to L.

7. The air conditioning system according to any one of claims 1 to 3, characterized in that, The support frame (2) includes four side beams (23) connected in sequence. A fixing buckle (24) is provided between any two adjacent side beams (23). The fixing buckle (24) is provided with a drainage hole (241). The drainage hole (241) is used to guide the water accumulated between the two adjacent side beams (23) to drain out.

8. The air conditioning system according to claim 7, characterized in that, One of any two adjacent side beams (23) is provided with a first slot and the other is provided with a second slot. The fixing buckle (24) is fastened between the first slot and the second slot. A notch is formed between the first slot and the second slot. A protrusion (242) is provided on one side of the fixing buckle (24). The protrusion (242) cooperates with the notch.

9. The air conditioning system according to claim 7, characterized in that, It also includes a fresh air inlet (51) provided on the side cover (5), the fresh air inlet (51) is used to introduce outside air into the carriage; the fresh air inlet (51) is provided with a filter screen; the side cover (5) is fixed between the roof (1) and the side wall; along the longitudinal direction of the vehicle body, the air intake channel (4) and the fresh air inlet (51) are staggered.

10. A rail vehicle, characterized in that, Includes the air conditioning system as described in any one of claims 1 to 9.

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