Railway vehicle air conditioning centralized drainage system and railway vehicle air conditioning system

Abstract

The utility model relates to a kind of rail vehicle air conditioner centralized drainage system and rail vehicle air conditioning system, including water collecting tank, condensate water is collected in the water collecting tank, water collecting tank is connected with drain pipe, first drainage solenoid valve is installed on drain pipe, first drainage solenoid valve is electrically connected with air conditioner controller, air conditioner controller is connected with cab controller by train network system, and station information is received by train network data, air conditioner controller has a plurality of specific drainage station in storage, air conditioner controller opens first drainage solenoid valve in response to the information that train arrives the specific drainage station.The utility model not only can be realized in specific station to condensate water is discharged in concentration, avoid pollution along track, avoid condensate water direct discharge and influence pedestrian and building, while also conducive to simplifying control logic, make system structure more simple, and applicable to various lines of vehicle operation.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle air conditioning system technology, and in particular to a centralized drainage system for rail vehicle air conditioning and a rail vehicle air conditioning system. Background Technology

[0002] For condensate generated by air conditioning units installed on subway, intercity, and other rail transit vehicles, two drainage methods are generally used: centralized drainage and decentralized drainage. Centralized drainage involves collecting the condensate generated within the air conditioning unit and then discharging it under the vehicle. Decentralized drainage involves creating multiple drainage holes in the floor plate inside the air conditioning unit, allowing the condensate collected in the drip tray to drain onto the roof of the vehicle without further treatment. The condensate is then directly discharged outside the vehicle or onto the tracks via a drainage structure or connecting pipe on the roof, without time or location restrictions. Existing drainage solutions are not suitable for some special operating lines, such as those where train drainage is not permitted, or where suspended vehicles are not allowed to drain water directly under the vehicle. Utility Model Content

[0003] The main technical problem solved by this utility model is to provide a centralized drainage system for rail vehicle air conditioning that can achieve centralized drainage at fixed points, meet the drainage requirements of special operating lines, and has a simple system structure and low cost. At the same time, it also provides a rail vehicle air conditioning system that uses this centralized drainage system.

[0004] To solve the above-mentioned technical problems, the first technical solution adopted by this utility model is:

[0005] A centralized drainage system for air conditioning in a rail vehicle includes a water collection tank in which condensate is collected. The water collection tank is connected to a drain pipe, and a first drain solenoid valve is installed on the drain pipe. The first drain solenoid valve is electrically connected to an air conditioning controller. The air conditioning controller is connected to a driver's cab controller via a train network system and receives arrival station information through train network data. The air conditioning controller stores multiple specific drainage stations. In response to the information that the train has arrived at a specific drainage station, the air conditioning controller controls the first drain solenoid valve to open.

[0006] Furthermore, some stations on the train route are selected as specific drainage stations and stored in the air conditioning controller. The air conditioning controller has multiple pre-stored start conditions. In response to the start conditions, the air conditioning controller controls the opening of the first drainage solenoid valve at all specific drainage stations or at interval stations.

[0007] Furthermore, a start-up condition selection switch is provided on the driver's cab controller.

[0008] Furthermore, the air conditioner controller has a pre-stored drainage setting time, which is less than the dwell time at the specific drainage station. When the drainage time reaches the drainage setting time, the air conditioner controller controls the first drainage solenoid valve to close.

[0009] Alternatively, the air conditioning controller may respond to the vehicle's door closing signal by controlling the first drain solenoid valve to close.

[0010] Furthermore, a collection container connected to a water collection tank is installed at the specific drainage station.

[0011] Furthermore, the driver's cab controller has a first manual control switch that can be operated remotely. The first manual control switch is connected to a first drain solenoid valve and is used by the driver to remotely and manually control the opening and closing of the first drain solenoid valve.

[0012] Furthermore, the driver's cab controller has an alarm module, and a set liquid level switch is installed in the water collection tank. When the alarm module receives the set liquid level switch's activation signal, it issues an alarm message and manually operates the first manual control switch to control the first drain solenoid valve to open.

[0013] Furthermore, the water collection tank is connected to an adjacent water collection tank via a drainage branch pipe. A second drainage solenoid valve is installed on the drainage branch pipe. The driver's cab controller has a remotely operated second manual control switch. When the driver's cab controller receives a signal indicating the activation of the set liquid level switch, it prioritizes manually operating the second manual control switch to open the second drainage solenoid valve.

[0014] The second technical solution adopted in this utility model is:

[0015] A rail vehicle air conditioning system is equipped with the rail vehicle air conditioning centralized drainage system as described above.

[0016] In summary, the centralized drainage system and air conditioning system for rail vehicles provided by this utility model have the following advantages compared with the prior art:

[0017] (1) This utility model pre-sets multiple characteristic drainage stations on the vehicle running line. Only when the vehicle arrives at the pre-set characteristic drainage station will the first drainage solenoid valve be opened to drain water. This not only enables the centralized discharge of condensate at specific stations, avoiding pollution of the track along the line and avoiding direct discharge of condensate that affects pedestrians and buildings, but also simplifies the control logic, making the system structure simpler and applicable to various vehicle running lines.

[0018] (2) The present invention has a variety of start-up conditions pre-stored in the system, which controls the opening of the first drainage solenoid valve at all specific drainage stations or at interval stations. This not only simplifies the system structure, but also ensures that the condensate in the water collection tank can be discharged at fixed points to the greatest extent possible. At the same time, it can also significantly reduce the number of times the first drainage solenoid valve is opened and closed during vehicle operation, thereby improving the service life of the drainage solenoid valve.

[0019] (3) This utility model provides a first manual control switch on the driver's cab controller. If the air conditioning controller malfunctions and cannot automatically open the drain solenoid valve, the driver can remotely operate the first manual control switch to control the opening and closing of the drain solenoid valve to achieve forced drainage. At the same time, it also facilitates the driver to perform forced drainage control according to the current vehicle operating conditions and route conditions.

[0020] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings. Attached Figure Description

[0021] The accompanying drawings, as part of this utility model, are used to provide a further understanding of the present utility model. The illustrative embodiments and descriptions of the present utility model are used to explain the present utility model, but do not constitute an undue limitation of the present utility model. Obviously, the drawings described below are merely some embodiments; those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0022] In the attached diagram:

[0023] Figure 1 This is a schematic diagram of the structure of a first embodiment of the centralized drainage system for air conditioning of this utility model;

[0024] Figure 2 This is a schematic diagram of the structure of Embodiment 3 of the centralized drainage system for air conditioning of this utility model.

[0025] In the picture:

[0026] Water collection tank 1, air conditioning unit 2, water inlet pipe 3, drain pipe 4, first drain solenoid valve 5, air conditioning controller 6, train network system 7, driver's cab controller 8, set liquid level switch 9, overflow pipe 11, drain branch pipe 12, second drain solenoid valve 13.

[0027] It should be noted that the accompanying drawings and text description are not intended to limit the scope of the present invention in any way, but rather to illustrate the concept of the present invention to those skilled in the art by referring to specific embodiments. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate this utility model, but are not intended to limit the scope of this utility model.

[0029] In the description of this utility model, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0030] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0031] Example 1:

[0032] like Figure 1 As shown, this utility model provides a centralized drainage system for air conditioning in rail vehicles, including a water collection tank 1. The water collection tank 1 is connected to the water receiving pan (not shown in the figure) of the air conditioning unit 2 through a water inlet pipe 3. The condensate collected in the water receiving pan is finally collected in the water collection tank 1 through the water inlet pipe 3.

[0033] Each rail vehicle's air conditioning unit 2 typically has one or two evaporators (not shown in the diagram). Below each evaporator is a drip tray. The two drip trays in one air conditioning unit 2 are each connected to a water collection tank 1 via a water inlet pipe 3, allowing one water collection tank 1 to collect condensate from both drip trays simultaneously. Alternatively, each drip tray can be connected to a separate water collection tank 1.

[0034] In this embodiment, preferably, a water collection tank 1 is installed in each car, and is located at the end of each car. Each car of the rail vehicle typically has two air conditioning units 2. The four water collection trays in the two air conditioning units 2 are each connected to a water collection tank 1 via water inlet pipes 3. The water collection tank 1 is made of 1-2mm thick stainless steel plate, fully welded, which ensures the structural strength of the water collection tank 1, prevents corrosion, and does not increase the weight of the water collection tank 1. An insulation material is also wrapped around the outside of the water collection tank 1 to insulate the low-temperature condensate inside the water collection tank 1 and prevent condensation on the outer surface of the water collection tank 1.

[0035] A drain pipe 4 is connected to the bottom of the water collection tank 1. A first drain solenoid valve 5 is installed on the drain pipe 4 to control the opening and closing of the drain pipe 4. The first drain solenoid valve 5 is preferably a normally closed solenoid valve. The first drain solenoid valve 5 is electrically connected to the air conditioning controller 6, which is communicatively connected to the train network system 7, and the train network system 7 is communicatively connected to the driver's cab controller 8. The air conditioning controller 6 receives arrival station information through the train network data. After obtaining the arrival station information, the air conditioning controller 6 sends an "open" signal to the first drain solenoid valve 5. The first drain solenoid valve 5 opens to drain water upon receiving the "open" signal from the air conditioning controller 6. More specifically, after obtaining the arrival station information, the air conditioning controller 6 further obtains a vehicle "door open" signal or a signal indicating that the vehicle speed is "0", and then sends an "open" signal to the first drain solenoid valve 5.

[0036] In this embodiment, the air conditioning controller 6 stores multiple specific drainage stations. In response to the train arriving at a stored specific drainage station, the air conditioning controller 6 controls the first drainage solenoid valve 5 to open, thus draining the condensate in the water collection tank 1 directly onto the track at that specific drainage station. That is, drainage only occurs at the selected specific drainage station; drainage does not occur at other stations. For a carriage equipped with two air conditioning units 2 and one water collection tank 1, it is preferable to use the air conditioning controller 6 of one of the air conditioning units 2 for drainage control.

[0037] This system, by pre-selecting several specific drainage stations along the operating line and storing them in the air conditioning controller 6, not only enables centralized discharge of condensate at specific stations, avoiding pollution of the track along the line and preventing direct discharge of condensate that could affect pedestrians and buildings, but also simplifies the control logic and makes the system structure simpler.

[0038] In this embodiment, it is further preferred that the selection of a specific drainage station can be based on the special requirements of the operating line and the special environment, such as the stopping time of the station, the distance between the operating lines between stations, and whether there are discharge conditions. After the specific drainage station is determined, it is stored in the air conditioning controller 6. When the air conditioning controller 6 receives a signal from the train network system 7 indicating that it has arrived at one of the specific drainage stations, it controls the first drainage solenoid valve 5 connected to it to open and realize drainage.

[0039] Because the ambient air humidity along the route varies throughout the year, the amount of condensate produced also varies. When the air is dry, less condensate is produced, and when the air humidity is high, more condensate is produced. In this embodiment, preferably, multiple start-up conditions are pre-stored in the air conditioning controller 6. For example, it can determine that a certain period of the year is a condition with high condensate production, and other periods are conditions with low condensate production. Using different time periods as start-up conditions, selecting the first start-up condition controls drainage at each stored specific drainage station, while selecting the second start-up condition controls drainage at intervals, such as draining every one or two specific drainage stations. Of course, depending on the actual climate conditions along the route, multiple start-up conditions can be further set, each corresponding to drainage at all specific drainage stations, drainage at one specific drainage station, drainage at two specific drainage stations, etc. This simplifies the system structure, ensures that the condensate in the water collection tank 1 can be discharged at designated points to the greatest extent possible, and significantly reduces the number of times the first drainage solenoid valve 5 is opened and closed during vehicle operation, thereby improving the service life of the drainage solenoid valve 5.

[0040] In this embodiment, another preferred implementation is provided, namely, a start-up condition selection switch (not shown in the figure) is set on the driver's cab controller 8 to facilitate the selection of start-up conditions according to the actual weather conditions of the day. This is beneficial to more conveniently and accurately control the discharge of condensate in the water collection tank 1, and to avoid the situation where the water in the water collection tank 1 reaches the full level before reaching a specific drainage station.

[0041] In this embodiment, it is further preferred that the air conditioning controller 6 pre-stores a drainage setting time, which is less than the stopping time at a specific drainage station. The drainage setting time for each specific drainage station can be the same or different. When the drainage time reaches the drainage setting time, the air conditioning controller 6 sends a "close" signal to the first drainage solenoid valve 5 to control the first drainage solenoid valve 5 to close, so as to ensure that drainage stops before the vehicle doors are closed and the vehicle is started.

[0042] This embodiment also provides another implementation method: the air conditioning controller 6 receives the vehicle "door closing" signal through the train network system 7, and the air conditioning controller 6 controls the first drainage solenoid valve 5 to close in response to the vehicle's door closing signal, which is also used to ensure that drainage stops before the vehicle starts.

[0043] In this embodiment, it is further preferred that the driver's cab controller 8 is equipped with a remotely operated first manual control switch 10. The first manual control switch 10 is set one-to-one with the water collection tank 1. The first manual control switch is electrically connected to the first drain solenoid valve 5, and is used by the driver to manually operate the first manual control switch to remotely open or close the first drain solenoid valve 5.

[0044] A level switch is installed inside the water collection tank 1. This level switch includes at least one set level switch 9, which can be set to 100% full level, more preferably 90%, to allow the driver to flexibly control the drainage status. An alarm module (not shown) is located in the driver's cab controller 8. When the alarm module receives an activation signal from the set level switch 9, it issues an alarm message, indicating that the water level in the collection tank 1 will reach the set level of 90%. This alarm message can be displayed by light or sound. Upon receiving the alarm message, the driver can manually open the first drainage solenoid valve by operating the first manual control switch 10 to force drainage, depending on the vehicle's current operating conditions. Specifically, if the vehicle is about to enter a specific drainage station, the driver can choose not to force drainage and instead wait until the vehicle enters the station before automatically draining. If there is still a long distance to the specific drainage station, a short-term forced drainage can be selected, and the driver can control the drainage time by operating the first manual control switch 10. Alternatively, drainage can be initiated only when the vehicle reaches a suitable drainage area, such as an area without buildings or people underneath the vehicle.

[0045] The alarm module of the driver's cab controller 8 receives the action signal of the set liquid level switch 9. It can be done by directly connecting the set liquid level switch 9 to the driver's cab controller 8, or by connecting the set liquid level switch 9 to the air conditioning controller 6, and then transmitting the signal to the driver's cab controller 8 through the train network system 7 when the air conditioning controller 6 receives the action signal of the set liquid level switch 9.

[0046] In this embodiment, it is further preferred that an overflow pipe 11 is also installed on the water collection tank 1, and the setting liquid level switch 9 has a first protection function. When the setting liquid level switch 9, the air conditioner controller 6, etc. malfunction, the excess condensate in the water collection tank 1 can flow out through the overflow pipe 11 without causing damage to the water collection tank 1. The overflow pipe 11 has a second protection function.

[0047] In this embodiment, during the movement of the rail vehicle, the condensate generated by the air conditioning unit 2 is guided to the water collection tank 1 via a hose, where it is collected. When the vehicle arrives at a specific drainage station pre-stored in the air conditioning controller 6, the controller receives the vehicle arrival signal and sends a drainage signal to the first drainage solenoid valve 5, controlling it to open. At this time, the condensate in the water collection tank 1 is discharged through the drain pipe 4. When the air conditioning controller 6 receives a drainage timeout signal or a vehicle door closing signal, it controls the first drainage solenoid valve 5 to close, at which point the condensate in the water collection tank 1 stops draining.

[0048] The system has multiple designated drainage stations on the vehicle's route. Only when the vehicle reaches a designated drainage station will the first drainage solenoid valve be opened to drain the water. This not only enables centralized discharge of condensate at specific stations, avoiding pollution of the track along the route and preventing direct discharge of condensate that could affect pedestrians and buildings, but also simplifies the control logic, making the system structure simpler and applicable to various vehicle routes.

[0049] The system has multiple pre-stored start conditions, which control the opening of the first drainage solenoid valve at all specific drainage stations or at interval stations. This simplifies the system structure, ensures that the condensate in the collection tank can be discharged at designated points to the greatest extent possible, and significantly reduces the number of times the first drainage solenoid valve is opened and closed during vehicle operation, thereby improving the service life of the drainage solenoid valve.

[0050] The system features a first manual control switch 10 on the driver's cab controller. If the air conditioning controller 6 malfunctions and fails to automatically open the drain solenoid valve 5, the driver can remotely operate the first manual control switch 10 to control the opening and closing of the drain solenoid valve 5, thus achieving forced drainage. Simultaneously, it also allows the driver to easily control forced drainage based on the current vehicle operating conditions and route conditions.

[0051] Example 2:

[0052] Unlike Embodiment 1, in this embodiment, it is further preferred that at each preset specific drainage station, a collection container (not shown in the figure) connected to the water collection tank 1 is installed on the platform to collect the condensate collected in the water collection tank 1 of the rail vehicles passing on the line. The condensate collected in the collection container is then led to the equipment that needs it through other pipelines for secondary use, such as for platform cleaning or land irrigation.

[0053] The collection container can be a water tank fixedly installed at a specific location on the platform. After the vehicle stops at the platform, platform personnel can connect the drainage tank 4 of the water collection tank 1 to the collection container. Since specific drainage stations are selected for discharge, it is not necessary to set up a collection container at each station to collect all the condensate in the water collection tank 1. This can reduce the equipment cost of the platform and facilitate the secondary use of the collected condensate, as not every station needs to reuse the condensate.

[0054] Example 3:

[0055] The difference from Embodiment 1 and Embodiment 2 is that, as Figure 2 As shown, in this embodiment, it is further preferred that the water collection tank 1 is connected to a drainage branch pipe 12, which is connected to an adjacent water collection tank 1. A second drainage solenoid valve 13 is provided on the drainage branch pipe 12. The drainage branch pipe 12 can be connected to the water collection tank 1 independently of the drainage pipe 4, or it can be directly connected to the drainage pipe 4. The driver's cab controller 8 has a remotely operated second manual control switch (not shown in the figure). When the alarm module of the driver's cab controller 8 receives the action signal of the set liquid level switch 9 and issues an alarm message, it prioritizes controlling the second drainage solenoid valve 13 to open, temporarily discharging the condensate in the water collection tank 1, which is about to reach the full liquid level, into another adjacent water collection tank 1. In this way, the other water collection tank 1 can be used to temporarily receive a small amount of condensate, ensuring that the condensate is discharged when the vehicle enters a specific drainage station.

[0056] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Although the present utility model has been disclosed above with reference to a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some modifications or alterations to the above-described technical content to create equivalent embodiments without departing from the scope of the present utility model. The implementation schemes in the above embodiments can be further combined or replaced. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the scope of the present utility model shall still fall within the scope of the present utility model.

Claims

1. A centralized drainage system for air conditioning in rail vehicles, comprising a water collection tank, wherein condensate is collected in the water collection tank, characterized in that: The water collection tank is connected to a drain pipe, and a first drain solenoid valve is installed on the drain pipe. The first drain solenoid valve is electrically connected to the air conditioning controller. The air conditioning controller is connected to the driver's cab controller through the train network system and receives arrival station information through the train network data. The air conditioning controller stores multiple specific drainage stations. In response to the information that the train has arrived at the specific drainage station, the air conditioning controller controls the first drain solenoid valve to open.

2. The centralized drainage system for air conditioning in rail vehicles according to claim 1, characterized in that: Select certain stations on the train route as specific drainage stations and store them in the air conditioning controller. The air conditioning controller has multiple pre-stored start conditions. In response to the start conditions, the air conditioning controller controls the opening of the first drainage solenoid valve at all specific drainage stations or at interval stations.

3. The centralized drainage system for air conditioning in rail vehicles according to claim 2, characterized in that: A start condition selection switch is provided on the driver's cab controller.

4. The centralized drainage system for air conditioning in rail vehicles according to claim 1, characterized in that: The air conditioner controller has a pre-stored drainage setting time. The drainage setting time is less than the dwell time at the specific drainage station. When the drainage time reaches the drainage setting time, the air conditioner controller controls the first drainage solenoid valve to close. Alternatively, the air conditioning controller may respond to the vehicle's door closing signal by controlling the first drain solenoid valve to close.

5. The centralized drainage system for air conditioning in rail vehicles according to claim 1, characterized in that: A collection container connected to a water collection tank is installed at the specific drainage station.

6. The centralized drainage system for air conditioning in rail vehicles according to any one of claims 1-5, characterized in that: The driver's cab controller has a first manual control switch that can be operated remotely. The first manual control switch is connected to a first drain solenoid valve and is used by the driver to remotely and manually control the opening and closing of the first drain solenoid valve.

7. The centralized drainage system for air conditioning in rail vehicles according to claim 6, characterized in that: The driver's cab controller has an alarm module and a set liquid level switch is installed in the water collection tank. When the alarm module receives the set liquid level switch action signal, it issues an alarm message and manually operates the first manual control switch to control the first drain solenoid valve to open.

8. The centralized drainage system for air conditioning in rail vehicles according to claim 7, characterized in that: The water collection tank is connected to an adjacent water collection tank via a drainage branch pipe. A second drainage solenoid valve is installed on the drainage branch pipe. The driver's cab controller has a remotely operated second manual control switch. When the driver's cab controller receives a set liquid level switch action signal, it prioritizes manually operating the second manual control switch to control the second drainage solenoid valve to open.

9. An air conditioning system for rail vehicles, characterized in that: The rail vehicle is equipped with a centralized drainage system for air conditioning as described in any one of claims 1-8.

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