A passenger compartment temperature regulation system of a rail vehicle and a rail vehicle

Abstract

The application discloses a passenger room temperature adjusting system of a rail vehicle and the rail vehicle, and belongs to the field of rail vehicles. A main air duct in communication with a passenger room is in communication with a natural air port and an air conditioning unit arranged on a roof, that is, the main air duct has two air sources of the natural air port and the air conditioning unit. A controller determines a heat load of the rail vehicle, determines an air source of the main air duct between the natural air port and the air conditioning unit according to the heat load, and controls the determined air source to convey airflow to the main air duct. Since the heat load reflects the current required cold quantity of the passenger room, the natural air port can be determined as the air source under the working condition of a small heat load, the natural air outside the vehicle is used to cool the passenger room through the main air duct, and the air conditioning unit does not need to operate, so that the energy consumption of the passenger room temperature adjusting is reduced. Under the working condition of a large heat load, the air conditioning unit can be determined as the air source, and the temperature of the passenger room can still be adjusted to the required range.

Description

Technical Field

[0001] This invention relates to the field of rail vehicles, and in particular to a passenger compartment temperature control system for rail vehicles and the rail vehicle itself. Background Technology

[0002] During operation, rail vehicles need to maintain the temperature inside the passenger compartment within a set range to ensure passenger comfort. However, there is a lack of mature rail vehicle passenger compartment temperature control systems, and current rail vehicle passenger compartment temperature control systems consume a lot of energy when regulating the passenger compartment temperature.

[0003] Therefore, how to provide a solution to the above-mentioned technical problems is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a passenger compartment temperature control system and a railway vehicle. Since the heat load reflects the current cooling capacity required by the passenger compartment, under conditions of low heat load, natural air vents can be identified as the air source, and natural air from outside the vehicle can be used to cool the passenger compartment through the main air duct. The air conditioning unit does not need to operate, thereby reducing the energy consumption for passenger compartment temperature control. Under conditions of high heat load, the air conditioning unit can be identified as the air source to ensure that the temperature of the passenger compartment can still be regulated to the required range.

[0005] To solve the above-mentioned technical problems, the present invention provides a passenger compartment temperature control system for rail vehicles, comprising: The main air duct is arranged along the length of the rail vehicle and is connected to the passenger compartment of the rail vehicle, and is used to deliver airflow to the passenger compartment; A natural air vent is installed on the roof of the rail vehicle and connected to the main air duct, used to introduce natural air from outside the rail vehicle into the main air duct when it is open. An air conditioning unit, connected to the main air duct, is used to deliver cooled airflow to the main air duct when it is turned on. The controller is connected to both the natural air vent and the air conditioning unit to determine the heat load of the rail vehicle, determine the air source of the main air duct between the natural air vent and the air conditioning unit based on the heat load, and control the determined air source to deliver airflow to the main air duct.

[0006] On the other hand, the passenger compartment is divided into multiple passenger compartment areas along the length of the rail vehicle; The passenger compartment temperature control system of the rail vehicle also includes: A ceiling-mounted temperature-regulating fan is installed on the ceiling of each of the aforementioned passenger room areas and is connected to the main air duct, for delivering the airflow in the main air duct into the corresponding ceiling air supply area of ​​the passenger room area. The temperature-regulating air duct is connected at one end to the main air duct and at the other end to the floor temperature-regulating fan; The floor temperature regulating fan is installed on the floor of each of the aforementioned guest room areas and is connected to the main air duct through the temperature regulating air duct, for delivering the airflow in the main air duct into the floor air supply area of ​​the corresponding guest room area.

[0007] On the other hand, the passenger compartment temperature control system of the rail vehicle also includes: Multiple passenger compartment temperature sensors are respectively installed in each of the passenger compartments to detect the real-time temperature of each passenger compartment. The controller is also used to: determine the operating status of the ceiling temperature regulating fan and the floor temperature regulating fan corresponding to each of the guest room areas based on the deviation between the real-time temperature and the target temperature of each of the guest room areas.

[0008] On the other hand, the operating status of both the ceiling temperature regulating fan and the floor temperature regulating fan includes start / stop status and speed. The step of determining the operating status of the ceiling temperature control fan and the floor temperature control fan corresponding to each of the passenger room areas based on the deviation between the real-time temperature and the target temperature of each passenger room area includes: If the deviation between the real-time temperature and the target temperature in any of the guest room areas is greater than a preset deviation threshold, the ceiling temperature regulating fan and the floor temperature regulating fan corresponding to that guest room area are turned on, and the rotation speed of the ceiling temperature regulating fan and the floor temperature regulating fan is determined to be a target rotation speed that is positively correlated with the deviation. If the deviation between the real-time temperature and the target temperature in any of the guest room areas is not greater than the preset deviation threshold, the ceiling temperature regulating fan and the floor temperature regulating fan corresponding to that guest room area are controlled to operate at a preset base speed.

[0009] On the other hand, the natural air vent includes a damper and a drive mechanism connected to the controller. The drive mechanism is used to drive the damper to rotate so as to adjust the opening angle of the natural air vent. The controller is also used for: When the natural air vent is the air source of the main air duct, the cooling capacity of the natural air is determined according to the running speed of the rail vehicle and the ambient temperature outside the vehicle. The opening angle of the natural air vent is determined according to the cooling capacity and the deviation between the real-time temperature of each passenger compartment area and the target temperature. When the air conditioning unit is the air source for the main air duct, the target operating frequency of the air conditioning unit is determined based on the heat load of the rail vehicle and the target temperature.

[0010] On the other hand, determining the cooling capacity of natural wind based on the operating speed of the rail vehicle and the ambient temperature outside the vehicle includes: Based on the operating speed of the rail vehicle, determine the intake air volume of the natural vent at its maximum opening angle; The cooling effect per unit airflow of the natural wind is determined based on the difference between the ambient temperature outside the vehicle and the target temperature. The cooling capacity of the natural wind is determined by multiplying the intake air volume by the unit air volume cooling rate.

[0011] On the other hand, determining the opening angle of the natural air vent based on the cooling capacity and the deviation between the real-time temperature of each of the passenger room areas and the target temperature includes: The required cooling amount for each passenger room is determined based on the deviation between the real-time temperature of each passenger room area and the target temperature. When the cooling capacity is greater than the required cooling amount, the opening angle of the natural air vent is determined based on the ratio of the required cooling amount to the cooling capacity. If the cooling capacity is not greater than the required cooling amount, the opening angle of the natural air vent is determined to be the maximum opening angle.

[0012] On the other hand, determining the target operating frequency of the air conditioning unit based on the heat load of the rail vehicle and the target temperature includes: The reference operating frequency of the air conditioning unit is determined based on the heat load of the rail vehicle. The frequency correction amount of the reference operating frequency is determined based on the difference between the real-time temperature of the passenger compartment and the target temperature. The sum of the reference operating frequency and the frequency correction amount is determined as the target operating frequency of the air conditioning unit.

[0013] On the other hand, the passenger compartment temperature control system of the rail vehicle also includes: The data acquisition module, connected to the controller, is used to collect data on the external ambient temperature, external ambient humidity, solar radiation intensity, passenger capacity, and the temperature and humidity of the passenger compartment. Determining the heat load of the rail vehicle includes: determining the heat load of the rail vehicle based on the ambient temperature outside the vehicle, the ambient humidity outside the vehicle, the solar radiation intensity, the passenger capacity, the temperature of the passenger compartment, and the humidity of the passenger compartment.

[0014] To address the aforementioned technical problems, the present invention also provides a rail vehicle, including a rail vehicle body and a passenger compartment temperature control system as described above, connected to the rail vehicle body.

[0015] Beneficial Effects: This invention provides a passenger compartment temperature control system for rail vehicles. The main air duct connected to the passenger compartment is connected to both a natural air vent located on the roof and an air conditioning unit. In other words, the main air duct has two air sources: a natural air vent and an air conditioning unit. The controller determines the heat load of the rail vehicle and, based on this heat load, determines the air source for the main air duct between the natural air vent and the air conditioning unit, and controls the airflow from the determined air source to be delivered to the main air duct. Since the heat load reflects the current cooling requirement of the passenger compartment, under conditions of low heat load, the natural air vent can be used as the air source, allowing natural air from outside the vehicle to cool the passenger compartment via the main air duct, eliminating the need for the air conditioning unit to operate and thus reducing the energy consumption for passenger compartment temperature control. Under conditions of high heat load, the air conditioning unit can be used as the air source, ensuring that the passenger compartment temperature can still be regulated to the required range.

[0016] The present invention also provides a rail vehicle that has the same beneficial effects as the passenger compartment temperature control system of the rail vehicle mentioned above. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the relevant technologies and the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A first structural schematic diagram of the passenger compartment temperature control system for a rail vehicle provided by the present invention; Figure 2 A side view structural schematic diagram of the passenger compartment temperature control system for rail vehicles provided by the present invention; Figure 3 A top-view structural schematic diagram of the passenger compartment temperature control system for rail vehicles provided by the present invention; Figure 4 A cross-sectional view of the passenger compartment temperature control system for rail vehicles provided by the present invention. Figure 5 This is a schematic flowchart of the method for regulating the passenger compartment temperature of a rail vehicle provided by the present invention. Detailed Implementation

[0019] The core of this invention is to provide a passenger compartment temperature control system and a rail vehicle. Since the heat load reflects the current cooling capacity required by the passenger compartment, under conditions of low heat load, natural air vents can be identified as the air source, and natural air from outside the vehicle can be used to cool the passenger compartment through the main air duct. The air conditioning unit does not need to operate, thereby reducing the energy consumption for passenger compartment temperature control. Under conditions of high heat load, the air conditioning unit can be identified as the air source to ensure that the temperature of the passenger compartment can still be regulated to the required range.

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0021] Please refer to Figure 1 , Figure 1 This is a first structural schematic diagram of the passenger compartment temperature control system of a rail vehicle provided by the present invention. The passenger compartment temperature control system of the rail vehicle includes a main air duct 1, a natural air outlet 2, an air conditioning unit 3, and a controller 4.

[0022] The main air duct 1 is arranged along the length of the rail vehicle and is connected to the passenger compartment of the rail vehicle to deliver airflow to the passenger compartment; the natural air vent 2 is located on the roof of the rail vehicle and is connected to the main air duct 1 to introduce natural air from outside the rail vehicle into the main air duct 1 when it is open; the air conditioning unit 3 is connected to the main air duct 1 to deliver cooled airflow to the main air duct 1 when it is open; the controller 4 is connected to the natural air vent 2 and the air conditioning unit 3 respectively to determine the heat load of the rail vehicle, determine the air source of the main air duct 1 between the natural air vent 2 and the air conditioning unit 3 according to the heat load, and control the determined air source to deliver airflow to the main air duct 1.

[0023] Specifically, in one optional embodiment, the main air duct 1 is disposed in the interlayer space between the ceiling of the passenger compartment and the roof of the rail vehicle, and extends along the length of the rail vehicle. That is, the length of the main air duct 1 is adapted to the length of the passenger compartment along the length of the rail vehicle, thereby enabling the main air duct 1 to cover the entire length of the passenger compartment along the length of the rail vehicle. Air supply interfaces communicating with the passenger compartment are provided on the side or bottom wall of the main air duct 1. Airflow within the main air duct 1 can enter the passenger compartment through these air supply interfaces, thereby replacing and cooling the air inside the passenger compartment. It is understood that the cross-sectional shape of the main air duct 1 can be rectangular, circular, or other shapes, and the material of the main air duct 1 can be aluminum alloy, stainless steel, or fiberglass, etc. This embodiment of the invention does not limit the cross-sectional shape or material of the main air duct 1, as long as the main air duct 1 can be arranged along the length of the rail vehicle and communicate with the passenger compartment.

[0024] Specifically, the natural air vent 2 is installed through the roof of the rail vehicle. One end of the natural air vent 2 connects to the external environment of the rail vehicle, and the other end connects to the main air duct 1. During the operation of the rail vehicle, there is relative motion between the rail vehicle and the outside air, forming an oncoming airflow at the roof of the rail vehicle. When the natural air vent 2 is open, this oncoming airflow enters the main air duct 1 under the action of dynamic pressure and is then transported to the passenger compartment through the main air duct 1. In other words, the natural air introduced by the natural air vent 2 can enter the main air duct 1 without relying on an additional power source. Its driving force comes from the dynamic pressure generated by the operation of the rail vehicle. Therefore, when the natural air vent 2 is used as the air source for the main air duct 1, the rail vehicle does not need to consume additional cooling power for cooling the passenger compartment.

[0025] It should be noted that the number of natural air vents 2 can be one or multiple vents spaced apart along the length of the rail vehicle. When there are multiple natural air vents 2, each natural air vent 2 is connected to the main air duct 1, thereby increasing the air volume of natural air entering the main air duct 1 through the natural air vents 2 and the uniformity of natural air distribution within the main air duct 1. This embodiment of the invention does not limit the number of natural air vents 2.

[0026] Specifically, the air conditioning unit 3 is typically installed on the roof of the rail vehicle. The air conditioning unit 3 includes a compressor, condenser, throttling element, and evaporator. These components are connected by pipes to form a refrigeration cycle. The air conditioning unit 3 also includes a blower, which delivers the air cooled by the evaporator into the main air duct 1. When the air conditioning unit 3 is on, the compressor operates and drives the refrigerant to circulate in the refrigeration cycle. The refrigerant absorbs heat from the air flowing through the evaporator, lowering its temperature. This cooled air is then delivered to the main air duct 1 by the blower and subsequently to the passenger compartment, thus cooling the passenger compartment.

[0027] It is understood that the connection points between the natural air vent 2 and the main air duct 1 and between the air conditioning unit 3 and the main air duct 1 are independent of each other. That is, the natural air vent 2 and the air conditioning unit 3 are connected to different locations in the main air duct 1, allowing both the natural air introduced by the natural air vent 2 and the cooled airflow delivered by the air conditioning unit 3 to enter the same main air duct 1 and share the same path for delivering airflow to the passenger compartment. In an optional embodiment, a one-way valve is installed at the connection point between the natural air vent 2 and the main air duct 1, and a one-way valve is also installed at the connection point between the air conditioning unit 3 and the main air duct 1. This is to prevent backflow of natural air through the air outlet of the air conditioning unit 3 when the natural air vent 2 is the air source of the main air duct 1, or to prevent the cooled airflow from leaking to the outside of the rail vehicle through the natural air vent 2 when the air conditioning unit 3 is the air source of the main air duct 1.

[0028] Specifically, controller 4 can be the air conditioning controller 4 of the rail vehicle, a stand-alone temperature control controller 4, or a control module integrated into other control units of the rail vehicle. This embodiment of the invention does not limit the specific implementation of controller 4. The connection between controller 4 and the natural air vent 2, as well as the connection between controller 4 and the air conditioning unit 3, can be wired, such as via a train network bus or a hard wire connection, or wireless. This embodiment of the invention also does not limit the connection method.

[0029] Here, heat load refers to the amount of heat that needs to be removed from the passenger compartment to maintain the temperature at the target temperature under current operating conditions. The magnitude of the heat load reflects the cooling capacity required by the passenger compartment under current operating conditions. A larger heat load indicates a larger cooling capacity required by the passenger compartment under current operating conditions; a smaller heat load indicates a smaller cooling capacity required by the passenger compartment under current operating conditions. The specific method by which controller 4 determines the heat load of the rail vehicle will be described in detail in the embodiments below, and will not be elaborated here.

[0030] The controller 4 determines the air source of the main air duct 1 between the natural air vent 2 and the air conditioning unit 3 based on the heat load. This means the controller 4 designates either the natural air vent 2 or the air conditioning unit 3 as the air source for the main air duct 1 and controls the designated air source to deliver airflow to the main air duct 1. When the natural air vent 2 is designated as the air source for the main air duct 1, the controller 4 controls the natural air vent 2 to open, allowing natural air from outside the rail vehicle to enter the main air duct 1 and be delivered to the passenger compartment via the main air duct 1. In this case, the air conditioning unit 3 does not need to operate. When the air conditioning unit 3 is designated as the air source for the main air duct 1, the controller 4 controls the air conditioning unit 3 to open, and the air conditioning unit 3 delivers cooled airflow to the main air duct 1, which is then delivered to the passenger compartment via the main air duct 1.

[0031] This invention provides a passenger compartment temperature control system for rail vehicles. A main air duct connected to the passenger compartment is connected to both a natural air vent located on the roof and an air conditioning unit. In other words, the main air duct has two air sources: a natural air vent and an air conditioning unit. A controller determines the heat load of the rail vehicle and, based on this heat load, determines the air source for the main air duct between the natural air vent and the air conditioning unit, and controls the airflow from the determined air source to the main air duct. Since the heat load reflects the current cooling requirement of the passenger compartment, under conditions of low heat load, the natural air vent can be used as the air source, allowing natural air from outside the vehicle to cool the passenger compartment via the main air duct, eliminating the need for the air conditioning unit to operate and thus reducing energy consumption for passenger compartment temperature control. Under conditions of high heat load, the air conditioning unit can be used as the air source, ensuring that the passenger compartment temperature can still be regulated to the required range.

[0032] Based on the above embodiments, please refer to Figures 2 to 4 , Figure 2 A side view structural schematic diagram of the passenger compartment temperature control system for rail vehicles provided by the present invention; Figure 3 A top-view structural schematic diagram of the passenger compartment temperature control system for rail vehicles provided by the present invention; Figure 4 This is a cross-sectional view of the passenger compartment temperature control system for rail vehicles provided by the present invention.

[0033] As an optional embodiment, the passenger compartment is divided into multiple passenger compartment areas along the length of the rail vehicle, and the passenger compartment temperature control system of the rail vehicle also includes a ceiling temperature control fan 5, a temperature control duct 6, and a floor temperature control fan 7.

[0034] The ceiling temperature control fan 5 is installed on the ceiling of each guest room area and is connected to the main air duct 1. It is used to send the airflow in the main air duct 1 into the ceiling air supply area of ​​the corresponding guest room area. One end of the temperature control duct 6 is connected to the main air duct 1 and the other end is connected to the floor temperature control fan 7. The floor temperature control fan 7 is installed on the floor of each guest room area and is connected to the main air duct 1 through the temperature control duct 6. It is used to send the airflow in the main air duct 1 into the floor air supply area of ​​the corresponding guest room area.

[0035] Specifically, dividing the passenger compartment into multiple passenger compartment areas along the length of the rail vehicle means dividing the passenger compartment into several interconnected spatial areas according to their position along the length of the rail vehicle. The division of passenger compartment areas can be done by dividing the length of the passenger compartment equally, or by dividing the passenger compartment according to the location of doors, seat arrangement, and distribution of standing areas. In one optional embodiment, for a single rail vehicle, the passenger compartment is divided into four to eight passenger compartment areas along the length of the rail vehicle. This embodiment of the invention does not limit the number of passenger compartment areas or the specific method of division.

[0036] The reason for dividing the passenger compartment into zones is that the thermal disturbances vary at different locations along the length of the rail vehicle. For example, passenger compartment areas near the doors are more affected by infiltration air when the doors are open, passenger compartment areas near the ends of the car are more affected by heat transfer from adjacent vehicles, passenger compartment areas with high passenger density experience greater heat dissipation from occupants, and passenger compartment areas near the sun-facing windows receive stronger solar radiation. If uniform air supply parameters are applied to the entire passenger compartment, the temperature in these areas with greater thermal disturbances will deviate from the target temperature, resulting in temperature differences throughout the passenger compartment.

[0037] The ceiling-mounted temperature-regulating fan 5 is installed on the ceiling of each passenger compartment area, meaning that each passenger compartment area has at least one ceiling-mounted temperature-regulating fan 5. The air inlet side of the ceiling-mounted temperature-regulating fan 5 is connected to the main air duct 1, and the air outlet side of the ceiling-mounted temperature-regulating fan 5 faces the ceiling air supply area of ​​the corresponding passenger compartment area. The ceiling air supply area refers to the area covered by the air supply vents on the ceiling of the passenger compartment, which is usually located above the heads of passengers in that passenger compartment area. When the ceiling-mounted temperature-regulating fan 5 is operating, it draws air from the main air duct 1 and sends it to the ceiling air supply area of ​​the corresponding passenger compartment area, with the airflow entering the passenger compartment area from top to bottom.

[0038] One end of the temperature-regulating air duct 6 is connected to the main air duct 1, and the other end is connected to the floor temperature-regulating fan 7. That is, the airflow in the main air duct 1 is transported to the floor temperature-regulating fan 7 through the temperature-regulating air duct 6. In an optional embodiment, the temperature-regulating air duct 6 is arranged in the side wall of the passenger compartment along the height direction of the rail vehicle. The upper end of the temperature-regulating air duct 6 is connected to the main air duct 1 located above the passenger compartment ceiling, and the lower end of the temperature-regulating air duct 6 is connected to the floor temperature-regulating fan 7 located on the passenger compartment floor, thereby achieving the connection between the main air duct 1 and the floor temperature-regulating fan 7 without occupying the effective space in the passenger compartment.

[0039] Floor temperature regulating fans 7 are installed on the floor of each passenger compartment area, meaning that each passenger compartment area has at least one floor temperature regulating fan 7. The air inlet side of the floor temperature regulating fan 7 is connected to the temperature regulating air duct 6, and the air outlet side of the floor temperature regulating fan 7 faces the floor air supply area of ​​the corresponding passenger compartment area. The floor air supply area refers to the area in the passenger compartment area covered by the air outlets at the floor or lower part of the side wall, usually located near the feet of passengers in that passenger compartment area. When the floor temperature regulating fan 7 is operating, the floor temperature regulating fan 7 delivers the airflow from the temperature regulating air duct 6 into the floor air supply area of ​​the corresponding passenger compartment area, with the airflow entering the passenger compartment area from bottom to top.

[0040] Specifically, for any given guest room area, this area simultaneously has a top-down airflow path formed by the ceiling-mounted temperature-regulating fan 5 and a bottom-up airflow path formed by the floor-mounted temperature-regulating fan 7. The airflow volume of both paths can be independently adjusted by the corresponding ceiling-mounted and floor-mounted temperature-regulating fans 5 and 7 for that guest room area. Therefore, the airflow volume of each guest room area can be independently adjusted, allowing the temperature of each area to be independently regulated to the target temperature, thus improving temperature uniformity throughout the guest room. Simultaneously, the combination of ceiling and floor airflow also improves the vertical temperature distribution within the guest room, preventing temperature stratification where the upper part of the room is cooler and the lower part is warmer.

[0041] It should be noted that regardless of whether the air source of the main air duct 1 is the natural air outlet 2 or the air conditioning unit 3, the functions of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 are the same. That is, the adjustment of the air volume of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 to the passenger room area is not affected by the air source of the main air duct 1, so that the temperature regulation of the passenger room can be achieved in both natural wind cooling and air conditioning unit 3 cooling.

[0042] As an optional embodiment, the passenger compartment temperature control system of the rail vehicle also includes multiple passenger compartment area temperature sensors, which are respectively installed in each passenger compartment area to detect the real-time temperature of each passenger compartment area. Correspondingly, the controller 4 is also used to determine the operating status of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to each passenger compartment area based on the deviation between the real-time temperature and the target temperature of each passenger compartment area.

[0043] Specifically, multiple passenger compartment temperature sensors are respectively installed in each passenger compartment area. This means that at least one passenger compartment temperature sensor is installed in each passenger compartment area, and the multiple passenger compartment temperature sensors are arranged along the length of the rail vehicle to form a temperature detection array that can reflect the temperature distribution of the passenger compartment along the length of the rail vehicle. In an optional embodiment, the passenger compartment temperature sensors are installed on the side wall of the corresponding passenger compartment area at a height of 1.1 meters to 1.5 meters above the passenger compartment floor. This height is close to the breathing zone height of passengers, so the temperature detected at this location can more accurately reflect the actual temperature feeling of passengers in that passenger compartment area. When there are multiple passenger compartment temperature sensors in the same passenger compartment area, the controller 4 can determine the average temperature of the passenger compartment area as the real-time temperature of the passenger compartment area by the average value of the temperatures detected by the multiple passenger compartment temperature sensors in that passenger compartment area.

[0044] The target temperature refers to the desired temperature inside the passenger compartment. The target temperature can be a fixed value pre-stored in the controller 4, such as 24 to 26 degrees Celsius, or it can be set by the driver or the ground operation control center. Alternatively, it can be determined by the controller 4 according to a preset correspondence based on the ambient temperature outside the vehicle. In this embodiment of the invention, the specific value and setting method of the target temperature are not limited.

[0045] The deviation refers to the difference between the real-time temperature and the target temperature of a passenger room area. The larger the deviation, the greater the deviation of the real-time temperature from the target temperature, and the greater the required air volume for that passenger room area. Controller 4 determines the operating status of the ceiling-mounted temperature-regulating fan 5 and the floor-mounted temperature-regulating fan 7 for each passenger room area based on the deviation between the real-time temperature and the target temperature. In other words, controller 4 makes a judgment for each passenger room area separately and determines the operating status of the ceiling-mounted temperature-regulating fan 5 and the floor-mounted temperature-regulating fan 7 for each passenger room area separately. Therefore, the ceiling-mounted temperature-regulating fan 5 and the floor-mounted temperature-regulating fan 7 for passenger room areas with larger deviations can operate with larger air volumes, while the ceiling-mounted temperature-regulating fan 5 and the floor-mounted temperature-regulating fan 7 for passenger room areas with smaller deviations can operate with smaller air volumes, thereby ensuring temperature uniformity throughout the passenger room under different operating conditions.

[0046] As an optional embodiment, the operating status of both the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 includes start / stop status and speed. The controller 4 determines the operating status of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to each passenger room area based on the deviation between the real-time temperature and the target temperature of each passenger room area. This includes: if the deviation between the real-time temperature and the target temperature of any passenger room area is greater than a preset deviation threshold, controlling the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to that passenger room area to start, and determining the speed of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 to be a target speed positively correlated with the deviation; if the deviation between the real-time temperature and the target temperature of any passenger room area is not greater than the preset deviation threshold, controlling the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to that passenger room area to operate at a preset base speed.

[0047] Specifically, the preset deviation threshold is a judgment threshold that is pre-stored in the controller 4 and is used to determine whether the temperature in the passenger compartment area needs to be further adjusted. Its value can be, for example, 0.5 degrees Celsius to 1 degree Celsius.

[0048] If the deviation exceeds a preset deviation threshold, it indicates that the real-time temperature of the passenger compartment area significantly deviates from the target temperature. A larger airflow needs to be supplied to this passenger compartment area to accelerate its temperature approaching the target temperature. Therefore, controller 4 activates the ceiling temperature-regulating fan 5 and the floor temperature-regulating fan 7 corresponding to this passenger compartment area, and sets their rotation speed to a target speed positively correlated with the deviation. In an optional implementation, the target rotation speed is determined by the following formula: ; In the above relation, n i ΔT represents the target rotational speed of the ceiling temperature control fan 5 and the floor temperature control fan 7 corresponding to the i-th passenger compartment area, in revolutions per minute (rpm); n0 represents the preset base rotational speed, in revolutions per minute (rpm); k represents the speed adjustment coefficient, in revolutions per minute per degree Celsius, whose value can be calibrated through vehicle debugging tests and then pre-stored in the controller 4; ΔT i ΔT represents the deviation between the real-time temperature and the target temperature of the i-th passenger compartment area, expressed in degrees Celsius. th This is the preset deviation threshold, in degrees Celsius.

[0049] As can be seen from the above formula, the larger the deviation, the larger the target speed, meaning the target speed is positively correlated with the deviation. If the target speed determined according to the above formula is greater than the maximum permissible speed of the ceiling temperature regulating fan 5 or the floor temperature regulating fan 7, the controller 4 will set that maximum permissible speed as the target speed, thereby preventing the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 from exceeding their permissible operating range.

[0050] If the deviation is not greater than the preset deviation threshold, it indicates that the real-time temperature of the passenger compartment area is close to the target temperature, and no additional airflow is needed to supply this area. Therefore, controller 4 controls the ceiling temperature regulating fan 5 and floor temperature regulating fan 7 corresponding to this passenger compartment area to operate at a preset base speed. The preset base speed refers to the speed that can meet the basic ventilation requirements of the passenger compartment area, and its value can be, for example, 30% to 50% of the rated speed of the ceiling temperature regulating fan 5 and floor temperature regulating fan 7. The reason for operating at the preset base speed instead of stopping them directly is that the air in the passenger compartment still needs to maintain a certain level of airflow to meet the ventilation needs of the passengers, and also to avoid frequent start-stop of the ceiling temperature regulating fan 5 and floor temperature regulating fan 7.

[0051] It should be noted that, in one optional embodiment, the target rotation speed of the ceiling-mounted temperature-regulating fan 5 and the floor-mounted temperature-regulating fan 7 corresponding to the same passenger room area can be the same, or they can be determined separately according to a preset ratio. For example, if the real-time temperature of the passenger room area is higher than the target temperature, the target rotation speed of the ceiling-mounted temperature-regulating fan 5 corresponding to that passenger room area can be greater than the target rotation speed of the floor-mounted temperature-regulating fan 7, so that the cooler airflow enters the passenger room area from top to bottom, utilizing the characteristic of higher cold air density to improve the uniformity of temperature distribution within the passenger room area. This embodiment of the invention is not limited herein.

[0052] As an optional embodiment, the natural air vent 2 includes a damper and a drive mechanism connected to the controller 4. The drive mechanism is used to drive the damper to rotate in order to adjust the opening angle of the natural air vent 2.

[0053] Specifically, the damper is rotatably mounted within the air inlet channel of the natural air vent 2 via a rotating shaft, and the drive mechanism is connected to the rotating shaft of the damper. When the drive mechanism drives the damper to rotate, the angle of inclination of the damper relative to the air inlet channel of the natural air vent 2 changes, that is, the opening angle of the natural air vent 2 changes, which in turn changes the flow area of ​​the natural air vent 2. When the opening angle of the natural air vent 2 is zero, the damper completely closes the air inlet channel of the natural air vent 2, and the natural air vent 2 is in a closed state. When the opening angle of the natural air vent 2 is at its maximum, the flow area of ​​the natural air vent 2 reaches its maximum value, and the airflow of natural air entering the main air duct 1 through the natural air vent 2 reaches its maximum value.

[0054] The drive mechanism can be a stepper motor, a servo motor, an electric actuator, or a pneumatic actuator. This embodiment of the invention does not limit the specific form of the drive mechanism. In an optional implementation, the drive mechanism is further provided with an angle feedback element, which feeds back the actual rotation angle of the damper to the controller 4, enabling the controller 4 to perform closed-loop control of the opening angle of the natural air vent 2.

[0055] In this embodiment of the invention, the controller 4 is further configured to: determine the cooling capacity of the natural air vent 2 based on the running speed of the rail vehicle and the ambient temperature outside the vehicle when the natural air vent 2 is the air source of the main air duct 1; and determine the opening angle of the natural air vent 2 based on the cooling capacity and the deviation between the real-time temperature and the target temperature of each passenger compartment area; and determine the target operating frequency of the air conditioning unit 3 based on the heat load of the rail vehicle and the target temperature when the air conditioning unit 3 is the air source of the main air duct 1.

[0056] In other words, when the natural air vent 2 serves as the air source for the main air duct 1, the controller 4 adjusts the air source side by setting the opening angle of the natural air vent 2, and the air conditioning unit 3 is in a stopped state. When the air conditioning unit 3 serves as the air source for the main air duct 1, the controller 4 adjusts the air source side by setting the target operating frequency of the air conditioning unit 3, and the natural air vent 2 is in a closed state. Regardless of whether the air source for the main air duct 1 is the natural air vent 2 or the air conditioning unit 3, the operating status of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to each passenger room area is determined according to the method described in the aforementioned embodiments, based on the deviation between the real-time temperature and the target temperature of each passenger room area.

[0057] As an optional embodiment, the controller 4 determines the cooling capacity of the natural wind based on the running speed of the rail vehicle and the ambient temperature outside the vehicle, including: determining the air volume of the natural wind inlet 2 at its maximum opening angle based on the running speed of the rail vehicle; determining the cooling amount per unit air volume of the natural wind based on the difference between the ambient temperature outside the vehicle and the target temperature; and determining the cooling capacity of the natural wind based on the product of the air volume and the cooling amount per unit air volume.

[0058] Specifically, the intake air volume of natural vent 2 at its maximum opening angle refers to the volume of natural wind entering the main air duct 1 per unit time when the opening angle of natural vent 2 is at its maximum. Since the driving force of the natural wind entering the main air duct 1 through natural vent 2 originates from the dynamic pressure generated on the roof of the rail vehicle during operation, and this dynamic pressure is related to the operating speed of the rail vehicle, the intake air volume is determined based on the operating speed of the rail vehicle. In an optional embodiment, the intake air volume is determined by the following relationship: ; In the above relationship, Q v , where is the intake air volume of natural vent 2 at its maximum opening angle, in cubic meters per hour; μ is the flow coefficient of natural vent 2, a dimensionless quantity whose value is determined by the structural form of natural vent 2, typically ranging from 0.6 to 0.8, and can be pre-stored in controller 4 after being determined by wind tunnel testing; A max , where is the flow area of ​​natural vent 2 at its maximum opening angle, in square meters; v is the running speed of the rail vehicle, in kilometers per hour, which is obtained by dividing the value by 3.6 in meters per second.

[0059] The operating speed of a rail vehicle can be provided by a train control and management system or detected by a speed sensor installed on the bogie of the rail vehicle. This embodiment of the invention does not limit the method of obtaining the operating speed of the rail vehicle.

[0060] The cooling effect per unit air volume refers to the amount of heat that a unit volume of natural wind can remove during the process of being delivered to the passenger compartment and exchanging heat with the air inside. Since the temperature of the natural wind is the same as the outside ambient temperature, and the desired temperature inside the passenger compartment is the target temperature, the cooling effect per unit air volume is determined based on the difference between the outside ambient temperature and the target temperature. In one optional implementation, the cooling effect per unit air volume is determined by the following formula: ; In the above formula, q represents the temperature reduction per unit air volume, measured in kilojoules per cubic meter; ρ represents the density of air, measured in kilograms per cubic meter; c p T is the specific heat capacity of air at constant pressure, expressed in kilojoules per kilogram per degree Celsius. set The target temperature, in degrees Celsius; T o The outside temperature of the vehicle is expressed in degrees Celsius.

[0061] As can be seen from the above formula, the lower the ambient temperature outside the vehicle, that is, the greater the difference between the ambient temperature outside the vehicle and the target temperature, the greater the cooling effect per unit air volume. When the ambient temperature outside the vehicle is higher than the target temperature, the cooling effect per unit air volume obtained from the above formula is negative, indicating that natural wind not only cannot cool the passenger compartment, but will also introduce heat into the passenger compartment. At this time, the controller 4 no longer identifies the natural air vent 2 as the air source of the main air duct 1.

[0062] Finally, controller 4 determines the cooling capacity of natural wind based on the product of the intake air volume and the temperature reduction per unit air volume, as shown in the following formula: ; In the above formula, P represents the cooling capacity of natural wind, measured in kilowatts. Cooling capacity characterizes the maximum amount of cooling that natural wind can provide to the passenger compartment at its maximum opening angle, given the current operating speed of the rail vehicle and the ambient temperature outside the vehicle.

[0063] As an optional embodiment, the controller 4 determines the opening angle of the natural air vent 2 based on the cooling capacity and the deviation between the real-time temperature and the target temperature of each passenger room area, including: determining the required cooling amount of the passenger room based on the deviation between the real-time temperature and the target temperature of each passenger room area; if the cooling capacity is greater than the required cooling amount, determining the opening angle of the natural air vent 2 based on the ratio of the required cooling amount to the cooling capacity; if the cooling capacity is not greater than the required cooling amount, determining the opening angle of the natural air vent 2 as the maximum opening angle.

[0064] Specifically, the required cooling amount refers to the amount of cooling provided to a guest room to ensure that the real-time temperature in each area of ​​the guest room reaches the target temperature within a preset adjustment period. In one optional implementation, the required cooling amount is determined by the following formula: ; In the above relationship, P need The required cooling capacity for the passenger compartment, expressed in kilowatts; ρ is the density of air, expressed in kilograms per cubic meter; c p τ is the specific heat capacity of air at constant pressure, expressed in kilojoules per kilogram per degree Celsius; τ is the preset adjustment time, expressed in seconds, and its value can be, for example, from 180 to 300 seconds; V i ΔT represents the volume of the i-th guest room area, in cubic meters; i The value is the deviation between the real-time temperature and the target temperature of the i-th passenger compartment area, in degrees Celsius; the summation covers all passenger compartment areas within the passenger compartment.

[0065] As can be seen from the above relationship, the greater the deviation between the real-time temperature and the target temperature in each passenger compartment area, the greater the required cooling amount for the passenger compartment.

[0066] If the cooling capacity exceeds the required cooling amount, it indicates that the cooling capacity provided by natural air vent 2 at its maximum opening angle exceeds the actual needs of the passenger compartment. If natural air vent 2 is maintained at its maximum opening angle, the temperature in the passenger compartment will fall below the target temperature, and the excessive airflow will also cause passengers to feel a draft. Therefore, controller 4 determines the opening angle of natural air vent 2 based on the ratio of the required cooling amount to the cooling capacity, as shown in the following formula: ; In the above formula, θ is the opening angle of the natural vent 2, in degrees; θ max The maximum opening angle of the natural air vent 2 is expressed in degrees. In other words, the greater the proportion of the required cooling capacity to the total cooling capacity, the larger the opening angle of the natural air vent 2, so that the airflow of natural air entering the main air duct 1 through the natural air vent 2 matches the actual cooling capacity requirement of the guest room.

[0067] If the cooling capacity is not greater than the required cooling amount, it means that even if the natural air vent 2 is at its maximum opening angle, the cooling capacity provided by the natural air is insufficient to meet the actual needs of the guest room. At this time, the controller 4 sets the opening angle of the natural air vent 2 to the maximum opening angle so that the natural air can provide as much cooling capacity as possible to the guest room.

[0068] It should be noted that if the opening angle of the natural air vent 2 has reached its maximum opening angle, and after a preset judgment time, there is still a deviation between the real-time temperature of the passenger room area and the target temperature that is greater than the preset deviation threshold, the controller 4 can switch the air source of the main air duct 1 from the natural air vent 2 to the air conditioning unit 3, thereby ensuring the temperature regulation effect of the passenger room.

[0069] As an optional embodiment, the controller 4 determines the target operating frequency of the air conditioning unit 3 based on the heat load of the rail vehicle and the target temperature, including: determining the reference operating frequency of the air conditioning unit 3 based on the heat load of the rail vehicle; determining the frequency correction amount of the reference operating frequency based on the difference between the real-time temperature of the passenger compartment and the target temperature; and determining the sum of the reference operating frequency and the frequency correction amount as the target operating frequency of the air conditioning unit 3.

[0070] Specifically, the target operating frequency of air conditioning unit 3 refers to the operating frequency of the compressor in air conditioning unit 3. The higher the operating frequency of the compressor, the greater the cooling capacity of air conditioning unit 3, and the greater the power consumption of air conditioning unit 3.

[0071] The reference operating frequency is a compressor operating frequency determined based on the heat load of the rail vehicle and matched to the current heat load. It reflects feedforward adjustment based on the cooling demand of the passenger compartment. The specific process for determining the heat load of the rail vehicle is described later in the embodiment corresponding to claim 10. In an optional implementation, the reference operating frequency is determined by the following relationship: ; In the above formula, f0 is the reference operating frequency of air conditioning unit 3, in Hertz; f min f is the minimum permissible operating frequency of the compressor, measured in Hertz (Hz). max Q represents the compressor's maximum permissible operating frequency, measured in Hertz; Q represents the heat load of the rail vehicle, measured in kilowatts. min The heat load corresponding to the compressor's minimum permissible operating frequency, in kilowatts; Q max The heat load corresponds to the compressor's maximum permissible operating frequency, expressed in kilowatts (kW). When the heat load of the rail vehicle exceeds Q... max In this case, controller 4 will f max This was determined as the reference operating frequency.

[0072] The frequency correction is a frequency increment determined based on the difference between the real-time temperature and the target temperature of the passenger compartment, used to correct the reference operating frequency. It reflects feedback adjustment based on the actual temperature of the passenger compartment. In an optional implementation, the frequency correction is determined by the following formula: ; In the above formula, Δf is the frequency correction factor, in Hertz; k p This is the frequency correction factor, measured in Hertz per degree Celsius. Its value can be pre-stored in controller 4 after calibration through vehicle debugging tests; T in This represents the real-time temperature of the guest rooms, in degrees Celsius. It can be considered the average real-time temperature of all guest room areas; Tset The target temperature is expressed in degrees Celsius.

[0073] As can be seen from the above relationship, when the real-time temperature of the passenger room is higher than the target temperature, the frequency correction is positive, the target operating frequency of the air conditioning unit 3 is increased, and the cooling capacity of the air conditioning unit 3 increases; when the real-time temperature of the passenger room is lower than the target temperature, the frequency correction is negative, the target operating frequency of the air conditioning unit 3 is decreased, and the cooling capacity of the air conditioning unit 3 decreases, thereby reducing the energy consumption of the air conditioning unit 3.

[0074] Finally, controller 4 determines the target operating frequency of air conditioning unit 3 by summing the reference operating frequency and the frequency correction amount, and the relationship is as follows: ; In the above formula, f is the target operating frequency of the air conditioning unit 3, in Hertz. If the target operating frequency determined according to the above formula exceeds the range defined by the minimum and maximum allowable operating frequencies of the compressor, the controller 4 determines the boundary value of that range as the target operating frequency.

[0075] Specifically, in this embodiment of the invention, the target operating frequency of the air conditioning unit 3 is determined jointly by feedforward regulation based on heat load and feedback regulation based on the real-time temperature of the passenger compartment. Feedforward regulation based on heat load enables the air conditioning unit 3 to respond to changes in operating conditions before the temperature in the passenger compartment changes significantly, improving the timeliness of passenger compartment temperature regulation. Feedback regulation based on the real-time temperature of the passenger compartment eliminates the influence of calculation errors in heat load and calibration errors in various preset parameters, improving the accuracy of passenger compartment temperature regulation. Simultaneously, since the target operating frequency of the air conditioning unit 3 matches the actual cooling capacity demand of the passenger compartment, it avoids the compressor operating at its rated frequency for extended periods, thus further reducing the energy consumption for passenger compartment temperature regulation.

[0076] As an optional embodiment, the passenger compartment temperature control system of the rail vehicle also includes a data acquisition module connected to the controller 4. This module collects data on the outside ambient temperature, outside ambient humidity, solar radiation intensity, passenger capacity, and the temperature and humidity of the passenger compartment. Correspondingly, the controller 4 determines the heat load of the rail vehicle, including by determining the heat load of the rail vehicle based on the outside ambient temperature, outside ambient humidity, solar radiation intensity, passenger capacity, passenger compartment temperature, and passenger compartment humidity.

[0077] Specifically, the data acquisition module refers to the collection of functional units that can acquire the above-mentioned data and transmit the above-mentioned data to the controller 4. The data acquisition module may include sensors that directly detect the corresponding physical quantities, or communication interfaces that can interact with other systems of the rail vehicle.

[0078] In one optional implementation, the outside ambient temperature and humidity in the data acquisition module are detected by a temperature and humidity sensor located at the fresh air inlet of the air conditioning unit 3. That is, the air conditioning unit 3 detects the outside ambient temperature and humidity and transmits the results to the controller 4 via the train network bus. The reason for placing the temperature and humidity sensor at the fresh air inlet of the air conditioning unit 3 is that the air at this location comes directly from outside the rail vehicle and is not affected by the air inside the passenger compartment or the cooling cycle of the air conditioning unit 3. Therefore, the temperature and humidity detected at this location can more accurately reflect the state of the external environment in which the rail vehicle is located.

[0079] In one optional implementation, the solar radiation intensity in the data acquisition module is provided by the ground operation control center. The ground operation control center (OCC) refers to the ground control center in the rail transit system that centrally monitors and schedules the operation of all trains, power supply, and electromechanical equipment along the entire line. The ground operation control center obtains the current solar radiation intensity from meteorological monitoring equipment installed along the line and transmits this solar radiation intensity to the rail vehicles via a vehicle-to-ground wireless communication link. The data acquisition module receives this solar radiation intensity via the onboard wireless communication unit and transmits it to the controller 4. In another optional implementation, the solar radiation intensity can also be directly detected by a solar radiation sensor installed on the roof of the rail vehicle. This embodiment of the invention does not limit the specific method of obtaining the solar radiation intensity.

[0080] In one optional implementation, the passenger load data in the data acquisition module is provided by the train control and management system. The train control and management system (TCMS) is an onboard network control system that controls and manages the status of the rail vehicle's traction, braking, doors, and auxiliary equipment. The TCMS calculates the current passenger load based on load signals detected by air spring pressure sensors located on the bogies of the rail vehicle, or based on the number of passengers boarding and alighting counts recorded by passenger flow counting devices located in the passenger compartment, and transmits this passenger load data to the controller 4 via the train network bus.

[0081] In one optional implementation, the temperature and humidity of the guest room in the data acquisition module are detected by a guest room temperature and humidity sensor installed in the guest room. The guest room temperature and humidity sensor can be installed at the return air vent of the guest room, on the side wall of the guest room, or on the ceiling of the guest room. When there are multiple guest room temperature and humidity sensors, the controller 4 can determine the average temperature of the guest room by the average value of the temperatures detected by the multiple sensors, and determine the average humidity of the guest room by the average value of the humidity detected by the multiple sensors.

[0082] It should be noted that the sources of the above data are merely examples provided in the embodiments of the present invention. In practical applications, the above data can also be provided by other devices or other systems. For example, the ambient temperature and humidity outside the train can be provided by the train control and management system, and the passenger capacity can be provided by the video analysis device inside the passenger compartment. The embodiments of the present invention do not limit this.

[0083] Alternatively, as an optional embodiment, the process by which controller 4 determines the thermal load of the rail vehicle includes the following steps: The first step is to determine the heat transfer load of the rail vehicle's enclosure structure based on the difference between the ambient temperature outside the vehicle and the temperature inside the passenger compartment.

[0084] The heat transfer load of the building envelope refers to the heat load formed when heat is transferred from the outside of the rail vehicle to the passenger compartment through the building envelope, such as the side walls, roof, floor, and windows, due to the temperature difference between the outside environment and the passenger compartment. In one optional embodiment, the heat transfer load of the building envelope is determined by the following relationship: ; In the above formula, Q1 is the heat transfer load of the enclosure structure, in kilowatts; K is the equivalent heat transfer coefficient of the enclosure structure of the rail vehicle, in kilowatts per square meter per degree Celsius. This equivalent heat transfer coefficient is determined by the performance of the rail vehicle's body structure and insulation materials, and can be measured through whole-vehicle thermal tests and pre-stored in controller 4; A is the equivalent heat transfer area of ​​the enclosure structure of the rail vehicle, in square meters, which is also pre-stored in controller 4; T o The outside temperature of the vehicle is expressed in degrees Celsius; T i The temperature of the guest room is in degrees Celsius.

[0085] As can be seen from the above formula, the greater the difference between the outside ambient temperature and the passenger compartment temperature, the greater the heat transfer load of the enclosure structure. When the outside ambient temperature is lower than the passenger compartment temperature, the heat transfer load of the enclosure structure obtained from the above formula is negative, indicating that heat is transferred from the passenger compartment to the outside of the rail vehicle. In this case, the enclosure structure plays a role in cooling the passenger compartment.

[0086] The second step is to determine the solar radiation load of the rail vehicle based on the solar radiation intensity.

[0087] Solar radiation load refers to the heat load generated by solar radiation entering the passenger compartment through the roof and windows of a rail vehicle. In one optional embodiment, the solar radiation load is determined by the following relationship: ; In the above formula, Q2 represents the solar radiation load in kilowatts; J represents the solar radiation intensity in kilowatts per square meter; A c SC is the equivalent area of ​​the rail vehicle exposed to solar radiation, in square meters; SC is the comprehensive shading coefficient of the rail vehicle's windows and roof, a dimensionless quantity whose value is determined by the light transmittance of the window glass and the coating performance of the roof, and can be pre-stored in controller 4 after being determined by experiment.

[0088] The third step is to determine the heat dissipation load of the passenger compartment based on the passenger capacity.

[0089] Occupant heat dissipation load refers to the heat load generated by passengers dissipating heat into the passenger compartment through their metabolism. In one optional implementation, the occupant heat dissipation load is determined by the following formula: ; In the above formula, Q3 is the passenger cooling load in kilowatts; n is the passenger capacity in people; q p The heat dissipation per passenger is measured in kilowatts per person. This heat dissipation is related to the activity status of passengers in the passenger compartment. For urban rail transit vehicles, the value is usually between 0.12 kilowatts per person and 0.16 kilowatts per person, and can be pre-stored in controller 4.

[0090] The fourth step is to determine the fresh air load of the rail vehicle based on the ambient temperature and humidity outside the vehicle, the temperature and humidity inside the passenger compartment, and the passenger capacity.

[0091] Fresh air load refers to the heat load generated when the fresh air introduced into the passenger compartment to meet the ventilation needs of passengers is treated to the same state as the air inside the passenger compartment due to the temperature and humidity differences between the fresh air and the air inside the passenger compartment. In an optional implementation, the fresh air load is determined by the following relationship: ; In the above formula, Q4 is the fresh air load in kilowatts; m is the mass flow rate of the fresh air in kilograms per second; h o Specific enthalpy of ambient air outside the vehicle, expressed in kilojoules per kilogram; h i Specific enthalpy of indoor air, expressed in kilojoules per kilogram.

[0092] The mass flow rate of the fresh air is determined based on the passenger capacity, and the relationship is as follows: ; In the above relationship, V p The fresh air volume per passenger is expressed in cubic meters per hour per person. For urban rail transit vehicles, the value is usually between 10 and 20 cubic meters per hour per person. ρ is the density of air, expressed in kilograms per cubic meter.

[0093] The specific enthalpy of the outside air is determined based on the outside temperature and humidity, while the specific enthalpy of the air inside the passenger compartment is determined based on the passenger compartment temperature and humidity. The general relationship is as follows: ; In the above formula, h is the specific enthalpy of air, measured in kilojoules per kilogram; T is the temperature of the air, measured in degrees Celsius; and d is the moisture content of the air, measured in kilograms of dry air. The moisture content of the air is determined based on the air temperature and relative humidity, and the relationship is as follows: ; In the above relation, p represents the relative humidity of the air, a dimensionless quantity. s The partial pressure of saturated water vapor at this air temperature, expressed in Pascals (Pa), can be obtained by looking up a table of the correspondence between saturated water vapor partial pressure and temperature stored in controller 4. a Atmospheric pressure, measured in Pascals (Pa).

[0094] The fifth step is to determine the sum of the heat transfer load of the building envelope, the solar radiation load, the heat dissipation load of the occupants, and the fresh air load as the heat load of the rail vehicle. The relationship is as follows: ; In the above formula, Q represents the heat load of the rail vehicle, measured in kilowatts.

[0095] It should be noted that controller 4 repeatedly executes steps one through five according to a preset calculation cycle, thereby realizing real-time calculation of the heat load of the rail vehicle. This calculation cycle can be, for example, ten to sixty seconds. Since the ambient temperature, ambient humidity, solar radiation intensity, passenger capacity, passenger compartment temperature, and passenger compartment humidity all change with the operating conditions of the rail vehicle, the heat load determined by controller 4 can reflect the cooling required by the passenger compartment under the current operating conditions in real time, thus making the air source of the main air duct 1 determined based on the heat load adaptable to the current operating conditions.

[0096] It should also be noted that the above-mentioned load relationships are merely examples provided by the embodiments of the present invention. In practical applications, the heat dissipation load of electrical equipment in the rail vehicle, the heat dissipation load of passenger compartment lighting, and the infiltration air load when the doors are opened and closed can be further included in addition to the above-mentioned loads. Other forms of relationships or pre-calibrated correspondence tables can also be used to determine the above-mentioned loads. The embodiments of the present invention do not limit this.

[0097] Alternatively, as an optional embodiment, the controller 4 determines the air source of the main air duct 1 between the natural air outlet 2 and the air conditioning unit 3 based on the heat load, and controls the determined air source to deliver airflow to the main air duct 1, including: when the heat load is greater than a preset heat load threshold, the air conditioning unit 3 is determined as the air source of the main air duct 1, the air conditioning unit 3 is turned on, and the natural air outlet 2 is turned off; when the heat load is not greater than the preset heat load threshold, the natural air outlet 2 is determined as the air source of the main air duct 1, the natural air outlet 2 is turned on, and the air conditioning unit 3 is turned off.

[0098] Specifically, the preset heat load threshold is a judgment threshold pre-stored in the controller 4, used to determine whether the cooling capacity of natural wind is sufficient to meet the cooling demand of the passenger compartment. In an optional embodiment, the preset heat load threshold is determined based on the cooling capacity that natural wind can provide when the natural air vent 2 is at its maximum opening angle and the rail vehicle is running at its rated operating speed. For example, the product of this cooling capacity and a preset safety factor is determined as the preset heat load threshold. The safety factor can range from 0.7 to 0.9. The reason for this setting is that when the heat load is not greater than the preset heat load threshold, the cooling capacity of natural wind has a certain margin, which can ensure that the temperature of the passenger compartment can still be adjusted to the target temperature when natural wind is used as the air source of the main air duct 1.

[0099] In another optional embodiment, the preset heat load threshold can also be determined based on the rated cooling capacity of the air conditioning unit 3, for example, 30% of the rated cooling capacity of the air conditioning unit 3 can be determined as the preset heat load threshold. This embodiment of the invention does not limit the specific value or the specific method of determining the preset heat load threshold.

[0100] Closing the natural air vent 2 means controlling the opening angle of the natural air vent 2 to zero. At this time, the natural air vent 2 is completely closed, and the natural air outside the rail vehicle cannot enter the main air duct 1 through the natural air vent 2. This avoids the high temperature natural air entering the main air duct 1 when the air conditioning unit 3 is used as the air source of the main air duct 1, thus offsetting the cooling effect of the air conditioning unit 3. It also avoids the cooled airflow leaking to the outside of the rail vehicle through the natural air vent 2, causing a loss of cooling capacity.

[0101] It should be noted that, in an optional implementation, to avoid frequent switching of the air source of the main air duct 1 between the natural air outlet 2 and the air conditioning unit 3 when the heat load fluctuates near a preset heat load threshold, the controller 4 can also set a switching hysteresis interval based on the above judgment. For example, when the current air source is the natural air outlet 2, the controller 4 will only switch the air source to the air conditioning unit 3 when the heat load is greater than the sum of the preset heat load threshold and the hysteresis amount; when the current air source is the air conditioning unit 3, the controller 4 will only switch the air source to the natural air outlet 2 when the heat load is less than the difference between the preset heat load threshold and the hysteresis amount. This hysteresis amount can be taken as five percent to ten percent of the preset heat load threshold. In addition, the controller 4 can also set a minimum hold time, that is, no further air source switching will be performed within the minimum hold time after completing one air source switch. This minimum hold time can be, for example, three to five minutes.

[0102] It should also be noted that when the operating speed of the rail vehicle is lower than the preset speed threshold, such as when the rail vehicle is stopped at a station or operating at low speed, the oncoming airflow formed at the roof of the rail vehicle is weak, and the amount of natural wind entering the main air duct 1 through the natural air inlet 2 is small. In this case, the controller 4 can directly determine the air conditioning unit 3 as the air source of the main air duct 1, and no longer perform the above-mentioned judgment based on heat load, thereby ensuring the temperature regulation effect of the passenger compartment. The preset speed threshold can be, for example, 20 km / h to 30 km / h.

[0103] Alternatively, as an optional embodiment, after the rail vehicle is powered on and put into operation, the controller 4 executes the following process cyclically according to a preset calculation cycle: First, the controller 4 acquires the ambient temperature, humidity, solar radiation intensity, passenger capacity, and passenger compartment temperature and humidity through the data acquisition module, and calculates the heat load of the rail vehicle based on the above data. At the same time, the controller 4 acquires the real-time temperature of each passenger compartment area through multiple passenger compartment area temperature sensors, and acquires the operating speed of the rail vehicle through the train control and management system.

[0104] Then, the controller 4 compares the calculated heat load with the preset heat load threshold to determine the air source of the main air duct 1. If the heat load is not greater than the preset heat load threshold, the controller 4 determines the natural air outlet 2 as the air source of the main air duct 1, controls the air conditioning unit 3 to shut down, and controls the natural air outlet 2 to open; if the heat load is greater than the preset heat load threshold, the controller 4 determines the air conditioning unit 3 as the air source of the main air duct 1, controls the natural air outlet 2 to close, and controls the air conditioning unit 3 to open.

[0105] With natural air vent 2 serving as the air source for the main air duct 1, controller 4 determines the cooling capacity of the natural air based on the operating speed of the rail vehicle and the ambient temperature outside the vehicle. It then determines the required cooling amount for each passenger compartment based on the deviation between the real-time temperature and the target temperature. Finally, it determines the opening angle of natural air vent 2 based on the relationship between the cooling capacity and the required cooling amount, and drives the damper to rotate to that angle via a drive mechanism. Under the dynamic pressure generated during the operation of the rail vehicle, the natural air outside the rail vehicle enters the main air duct 1 through natural air vent 2.

[0106] With air conditioning unit 3 serving as the air source for the main air duct 1, controller 4 determines the reference operating frequency of air conditioning unit 3 based on the heat load of the rail vehicle, determines the frequency correction amount based on the difference between the real-time temperature and the target temperature of the passenger compartment, and then determines the target operating frequency of air conditioning unit 3 by summing the reference operating frequency and the frequency correction amount, and controls the compressor in air conditioning unit 3 to operate at this target operating frequency. The airflow cooled by air conditioning unit 3 enters the main air duct 1 through the air outlet of air conditioning unit 3.

[0107] Meanwhile, regardless of whether the air source for the main air duct 1 is a natural air outlet 2 or an air conditioning unit 3, the controller 4 determines whether the deviation between the real-time temperature and the target temperature of each passenger room area exceeds a preset deviation threshold, and accordingly determines the start / stop status and speed of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to that passenger room area. The ceiling temperature regulating fan 5 delivers the airflow from the main air duct 1 to the ceiling air supply area of ​​the corresponding passenger room area, and the floor temperature regulating fan 7 delivers the airflow from the main air duct 1 to the floor air supply area of ​​the corresponding passenger room area via the temperature regulating air duct 6.

[0108] When the next calculation cycle arrives, controller 4 repeats the above process. Since the ambient temperature outside the vehicle, solar radiation intensity, passenger capacity, and real-time temperature of each passenger compartment area change in real time with the operating conditions of the rail vehicle, the air source of the main air duct 1, the opening angle of the natural air vent 2, the target operating frequency of the air conditioning unit 3, and the operating status of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to each passenger compartment area are also adjusted in real time, thereby realizing real-time control of the target temperature of the passenger compartment and the temperature uniformity of each part of the passenger compartment.

[0109] In another optional embodiment, when the controller 4 determines the opening angle of the natural air vent 2, the target operating frequency of the air conditioning unit 3, and the rotational speed of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to each passenger room area, the relationship used includes parameters such as the rotational speed adjustment coefficient, the frequency correction coefficient, and the preset adjustment duration. In an optional implementation, the above parameters are not fixed, but are adaptively adjusted by the controller 4 based on historical adjustment effects.

[0110] Specifically, controller 4 records the process of the real-time temperature of the passenger compartment approaching the target temperature after each adjustment, and corrects the corresponding parameters based on the overshoot and adjustment time during this process. For example, if the real-time temperature of a certain passenger compartment is lower than the target temperature after adjustment and the difference exceeds the preset overshoot threshold, it indicates that the speed of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to that passenger compartment is too high, and controller 4 reduces the speed adjustment coefficient. If the real-time temperature of a certain passenger compartment still fails to reach the target temperature after exceeding the preset adjustment time, it indicates that the speed of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to that passenger compartment is too low, and controller 4 increases the speed adjustment coefficient. The adaptive adjustment process of the frequency correction coefficient of air conditioning unit 3 is similar and will not be described in detail here.

[0111] Through the above adaptive adjustment, the control strategy adopted by controller 4 can adapt to the differences of rail vehicles under different lines, seasons and passenger-carrying conditions. It can also compensate for the impact of changes in the thermal insulation performance of the enclosure structure and the performance degradation of the air conditioning unit 3 after long-term operation of the rail vehicle, thereby maintaining the temperature regulation effect of the passenger compartment during the long-term operation of the rail vehicle.

[0112] It should be noted that the controller 4 can also use proportional-integral-derivative control, fuzzy control or model predictive control to determine the above-mentioned execution quantities. The specific control method adopted by the controller 4 is not limited in the embodiments of the present invention.

[0113] Additionally, as an optional embodiment, temperature uniformity refers to the consistency of real-time temperatures among different areas of the guest room. In one optional implementation, the controller 4 determines the temperature uniformity index as the difference between the maximum and minimum real-time temperatures of each area of ​​the guest room. The smaller the temperature uniformity index, the more uniform the temperature throughout the guest room. When the temperature uniformity index exceeds a preset uniformity threshold, the controller 4 increases the speed of the ceiling temperature-regulating fan 5 and the floor temperature-regulating fan 7 corresponding to the guest room area with the higher real-time temperature, and decreases the speed of the ceiling temperature-regulating fan 5 and the floor temperature-regulating fan 7 corresponding to the guest room area with the lower real-time temperature, thereby reducing the difference in real-time temperatures among different areas of the guest room.

[0114] The target temperature fluctuation range refers to the degree of deviation of the real-time temperature of the passenger compartment from the target temperature. In an optional implementation, the controller 4 determines the target temperature fluctuation range as the maximum absolute value of the difference between the real-time temperature of the passenger compartment and the target temperature. If the target temperature fluctuation range exceeds a preset fluctuation threshold, the controller 4 shortens the calculation cycle to improve the response speed to temperature regulation of the passenger compartment.

[0115] Since the air supply volume of each passenger compartment can be adjusted independently in the embodiments of the present invention, for passenger compartments with large thermal disturbances, such as passenger compartments near the doors, passenger compartments with high passenger density, and passenger compartments located on the sunny side, the corresponding ceiling temperature regulating fan 5 and floor temperature regulating fan 7 can operate at a higher speed, thereby offsetting the large thermal disturbances experienced by the passenger compartment and ensuring that the real-time temperature of the passenger compartment remains consistent with the real-time temperature of other passenger compartments.

[0116] Alternatively, as an optional embodiment, the natural air vent 2, in addition to introducing natural air from outside the rail vehicle into the main air duct 1 to cool the passenger compartment when it serves as the air source for the main air duct 1, can also open at a smaller angle when the air conditioning unit 3 serves as the air source for the main air duct 1, thereby providing fresh air to the passenger compartment to meet the ventilation needs of the passengers. In this case, the controller 4 determines the required fresh air volume for the passenger compartment based on the passenger load, and determines the opening angle of the natural air vent 2 based on this fresh air volume. At this time, the opening angle of the natural air vent 2 is smaller than its opening angle when it serves as the air source for the main air duct 1.

[0117] In one optional embodiment, a filter element is further provided in the air intake channel of the natural air inlet 2. The filter element is used to filter the natural air entering the main air duct 1 through the natural air inlet 2 to prevent particulate matter in the outside air of the rail vehicle from entering the passenger compartment with the natural air. The filter element can be a primary filter or a high-efficiency filter. The specific form of the filter element is not limited in the embodiments of the present invention.

[0118] In one optional implementation, a temperature sensor for the main air duct 1 is also installed inside the main air duct 1. This temperature sensor is connected to the controller 4 and is used to detect the temperature of the airflow within the main air duct 1. The controller 4 can compare the temperature of the airflow within the main air duct 1 with the target temperature to verify whether the current air source can meet the cooling requirements of the passenger room. For example, if the natural air vent 2 is used as the air source for the main air duct 1, and the temperature of the airflow within the main air duct 1 is higher than the target temperature, the controller 4 will switch the air source of the main air duct 1 to the air conditioning unit 3.

[0119] In one optional embodiment, the passenger compartment temperature control system of the rail vehicle further includes a display unit connected to the controller 4. The display unit is used to display information such as the current air source of the main air duct 1, the heat load of the rail vehicle, the real-time temperature of each passenger compartment area, and the target temperature, so that the driver or maintenance personnel can grasp the operating status of the passenger compartment temperature control system. The display unit can be installed in the driver's cab of the rail vehicle or integrated into the human-machine interface of the train control and management system.

[0120] In an optional implementation, the controller 4 is also connected to the braking system of the rail vehicle. When the rail vehicle is in a braking state, the controller 4 can appropriately increase the speed of the ceiling temperature regulating fan 5 and the floor temperature regulating fan 7 corresponding to each passenger compartment area, so as to utilize the electrical energy fed back during the braking process of the rail vehicle to further reduce the impact of passenger compartment temperature regulation on the traction power supply system of the rail vehicle.

[0121] It should be noted that for trains composed of multiple railcars, each railcar's passenger compartment can be equipped with one of the aforementioned railcar passenger compartment temperature control systems. The controllers 4 of each passenger compartment temperature control system can exchange data via the train network bus, or the train control and management system can uniformly set the target temperature for each passenger compartment temperature control system. This embodiment of the invention is not limited here.

[0122] The present invention also provides a rail vehicle, including a rail vehicle body and a passenger compartment temperature control system of the rail vehicle as described in the foregoing embodiments, which is connected to the rail vehicle body.

[0123] For an introduction to the rail vehicle provided in the embodiments of the present invention, please refer to the aforementioned embodiments of the passenger compartment temperature control system for rail vehicles. The embodiments of the present invention will not be repeated here.

[0124] Please refer to Figure 5 , Figure 5 This is a schematic flowchart of a method for regulating the passenger compartment temperature of a rail vehicle provided by the present invention. The method is applied to a controller 4 of a passenger compartment temperature regulation system. The passenger compartment temperature regulation system includes a main air duct 1 connected to the passenger compartment of the rail vehicle, and natural air vents 2 and an air conditioning unit 3 respectively connected to the main air duct 1. The natural air vents 2 are located on the roof of the rail vehicle. The method for regulating the passenger compartment temperature of the rail vehicle includes: S101: Determine the thermal load of the rail vehicle; S102: Determine the air source of the main air duct 1 between the natural air outlet 2 and the air conditioning unit 3 according to the heat load; S103: Control the determined air source to deliver airflow to the main air duct 1, so as to deliver airflow to the passenger room through the main air duct 1; Among them, the natural air inlet 2 is used to introduce the natural air from outside the rail vehicle into the main air duct 1 when it is open, and the air conditioning unit 3 is used to deliver cooled airflow to the main air duct 1 when it is open.

[0125] For a description of the passenger compartment temperature regulation method for rail vehicles provided in this embodiment of the invention, please refer to the aforementioned embodiment of the passenger compartment temperature regulation system for rail vehicles. This embodiment of the invention will not be repeated here.

[0126] The various embodiments described in this specification are presented in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. It should also be noted that in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0127] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A passenger compartment temperature control system for a rail vehicle, characterized in that, include: The main air duct is arranged along the length of the rail vehicle and is connected to the passenger compartment of the rail vehicle, and is used to deliver airflow to the passenger compartment; A natural air vent is installed on the roof of the rail vehicle and connected to the main air duct, used to introduce natural air from outside the rail vehicle into the main air duct when it is open. An air conditioning unit, connected to the main air duct, is used to deliver cooled airflow to the main air duct when it is turned on. The controller is connected to both the natural air vent and the air conditioning unit to determine the heat load of the rail vehicle, determine the air source of the main air duct between the natural air vent and the air conditioning unit based on the heat load, and control the determined air source to deliver airflow to the main air duct.

2. The passenger compartment temperature control system for a rail vehicle according to claim 1, characterized in that, The passenger compartment is divided into multiple passenger compartment areas along the length of the rail vehicle; The passenger compartment temperature control system of the rail vehicle also includes: A ceiling-mounted temperature-regulating fan is installed on the ceiling of each of the aforementioned passenger room areas and is connected to the main air duct, for sending the airflow in the main air duct into the corresponding ceiling air supply area of ​​the passenger room area. The temperature-regulating air duct is connected at one end to the main air duct and at the other end to the floor temperature-regulating fan; The floor temperature regulating fan is installed on the floor of each of the aforementioned guest room areas and is connected to the main air duct through the temperature regulating air duct, for delivering the airflow in the main air duct into the floor air supply area of ​​the corresponding guest room area.

3. The passenger compartment temperature control system for rail vehicles according to claim 2, characterized in that, The passenger compartment temperature control system of the rail vehicle also includes: Multiple passenger compartment temperature sensors are respectively installed in each of the passenger compartments to detect the real-time temperature of each passenger compartment. The controller is also used to: determine the operating status of the ceiling temperature regulating fan and the floor temperature regulating fan corresponding to each of the guest room areas based on the deviation between the real-time temperature and the target temperature of each of the guest room areas.

4. The passenger compartment temperature control system for a rail vehicle according to claim 3, characterized in that, The operating status of both the ceiling temperature control fan and the floor temperature control fan includes start / stop status and speed. The step of determining the operating status of the ceiling temperature control fan and the floor temperature control fan corresponding to each of the passenger room areas based on the deviation between the real-time temperature and the target temperature of each passenger room area includes: If the deviation between the real-time temperature and the target temperature in any of the guest room areas is greater than a preset deviation threshold, the ceiling temperature regulating fan and the floor temperature regulating fan corresponding to that guest room area are turned on, and the rotation speed of the ceiling temperature regulating fan and the floor temperature regulating fan is determined to be a target rotation speed that is positively correlated with the deviation. If the deviation between the real-time temperature and the target temperature in any of the guest room areas is not greater than the preset deviation threshold, the ceiling temperature regulating fan and the floor temperature regulating fan corresponding to that guest room area are controlled to operate at a preset base speed.

5. The passenger compartment temperature control system for a rail vehicle according to claim 3, characterized in that, The natural air vent includes a damper and a drive mechanism connected to the controller. The drive mechanism is used to drive the damper to rotate in order to adjust the opening angle of the natural air vent. The controller is also used for: When the natural air vent is the air source of the main air duct, the cooling capacity of the natural air is determined according to the running speed of the rail vehicle and the ambient temperature outside the vehicle. The opening angle of the natural air vent is determined according to the cooling capacity and the deviation between the real-time temperature of each passenger compartment area and the target temperature. When the air conditioning unit is the air source for the main air duct, the target operating frequency of the air conditioning unit is determined based on the heat load of the rail vehicle and the target temperature.

6. The passenger compartment temperature control system for a rail vehicle according to claim 5, characterized in that, The determination of the cooling capacity of natural wind based on the operating speed of the rail vehicle and the ambient temperature outside the vehicle includes: Based on the operating speed of the rail vehicle, determine the intake air volume of the natural vent at its maximum opening angle; The cooling effect per unit airflow of the natural wind is determined based on the difference between the ambient temperature outside the vehicle and the target temperature. The cooling capacity of the natural wind is determined by multiplying the intake air volume by the unit air volume cooling rate.

7. The passenger compartment temperature control system for a rail vehicle according to claim 5, characterized in that, Determining the opening angle of the natural air vent based on the cooling capacity and the deviation between the real-time temperature of each of the passenger room areas and the target temperature includes: The required cooling amount for each passenger room is determined based on the deviation between the real-time temperature of each passenger room area and the target temperature. When the cooling capacity is greater than the required cooling amount, the opening angle of the natural air vent is determined based on the ratio of the required cooling amount to the cooling capacity. If the cooling capacity is not greater than the required cooling amount, the opening angle of the natural air vent is determined to be the maximum opening angle.

8. The passenger compartment temperature control system for a rail vehicle according to claim 5, characterized in that, Determining the target operating frequency of the air conditioning unit based on the heat load of the rail vehicle and the target temperature includes: The reference operating frequency of the air conditioning unit is determined based on the heat load of the rail vehicle. The frequency correction amount of the reference operating frequency is determined based on the difference between the real-time temperature of the passenger compartment and the target temperature. The sum of the reference operating frequency and the frequency correction amount is determined as the target operating frequency of the air conditioning unit.

9. The passenger compartment temperature control system for a rail vehicle according to any one of claims 1 to 8, characterized in that, The passenger compartment temperature control system of the rail vehicle also includes: The data acquisition module, connected to the controller, is used to collect data on the external ambient temperature, external ambient humidity, solar radiation intensity, passenger capacity, and the temperature and humidity of the passenger compartment. Determining the heat load of the rail vehicle includes: determining the heat load of the rail vehicle based on the ambient temperature outside the vehicle, the ambient humidity outside the vehicle, the solar radiation intensity, the passenger capacity, the temperature of the passenger compartment, and the humidity of the passenger compartment.

10. A rail vehicle, characterized in that, It includes the rail vehicle body, and also includes a passenger compartment temperature control system for the rail vehicle as described in any one of claims 1 to 9, which is connected to the rail vehicle body.

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