Exhaust gas double heat exchange rail vehicle air conditioning unit
By designing a dual heat exchange structure for exhaust gas in the air conditioning unit of rail vehicles, dual heat exchange between exhaust gas and fresh air and condensate intake air is achieved, solving the problem of insufficient utilization of exhaust gas heat energy and improving energy saving effect and system reliability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SHANDONG LONGERTEK TECH CO LTD
- Filing Date
- 2025-08-20
- Publication Date
- 2026-06-26
AI Technical Summary
In existing technologies, the heat exchange between exhaust gas and fresh air is not fully utilized, resulting in limited energy-saving effects, and the air conditioning units have complex structures and high costs.
A rail vehicle air conditioning unit with dual exhaust gas heat exchange is designed. By setting up a heat recovery chamber for heat exchange between fresh air and exhaust gas in the shell, installing two total heat exchangers for primary heat exchange, and then introducing the exhaust gas into the condenser for secondary heat exchange, the unit integrates a compact structure that utilizes dual heat exchange between exhaust gas and fresh air and condenser intake air.
It maximizes the utilization of exhaust gas heat energy, reduces the energy consumption of fresh air treatment and condenser load, improves the energy efficiency ratio of air conditioning system, has a simple and compact structure, reduces costs, and improves reliability and ease of maintenance.
Smart Images
Figure CN224409259U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of rail vehicle air conditioning system technology, and in particular to a rail vehicle air conditioning unit with dual exhaust gas heat exchange. Background Technology
[0002] With the increasing integration of rail air conditioning systems, the integrated design of the unit and the exhaust system has become an industry trend. The main function of the exhaust system is to maintain pressure balance within the carriage, but the exhaust gas, like the return air, is typically cooler than the ambient temperature in summer and warmer than the ambient temperature in winter. This temperature characteristic makes the exhaust gas potentially reusable, thereby achieving energy-saving goals.
[0003] Currently, the main technical solutions for waste gas reuse include the following two:
[0004] One approach is to add a total heat exchanger, which uses the low-temperature exhaust gas to cool the fresh air in summer and the high-temperature exhaust gas to warm the fresh air in winter. The advantage of this approach is that it significantly reduces the energy consumption of fresh air treatment through the total heat exchanger, achieving energy savings. However, this approach also has disadvantages; it only achieves a single heat exchange between exhaust gas and fresh air, failing to fully utilize the total heat energy of the exhaust gas, thus limiting its energy-saving effect.
[0005] Another method involves discharging exhaust gas before it reaches the condenser, where it mixes with the condenser intake air and is then drawn into the condenser for heat exchange in the refrigeration system. This exhaust gas is cooler than the condenser intake air temperature in summer and warmer than it in winter. The advantage is that it improves the heat exchange efficiency of the air conditioner condenser. The disadvantage is that it only utilizes the heat exchange between the exhaust gas and the condenser intake air, failing to simultaneously achieve heat exchange between the exhaust gas and fresh air. Fresh air treatment still requires additional energy, resulting in an incomplete energy-saving effect. Utility Model Content
[0006] The main technical problem solved by this utility model is to provide a rail vehicle air conditioning unit that can exchange heat between exhaust gas and fresh air once and then further exchange heat with a condenser, so that the cold and heat in the exhaust gas can be fully recovered and utilized, comprehensively improving the energy-saving effect, and has a reasonable and compact structure for dual heat exchange of exhaust gas.
[0007] To solve the above-mentioned technical problems, the basic concept of the technical solution adopted by this utility model is as follows:
[0008] A rail vehicle air conditioning unit with dual exhaust gas heat exchange includes a housing with an indoor cavity and an outdoor cavity. A heat recovery chamber for heat exchange between fresh air and exhaust gas is provided between the indoor and outdoor cavities. Two total heat exchangers are installed in the heat recovery chamber. An exhaust inlet and a fresh air inlet are provided on the housing corresponding to the total heat exchangers. The fresh air inlet is located on the side plates of the housing, and the exhaust inlet is located on the bottom plate of the housing between the two total heat exchangers. Fresh air and exhaust gas pass through the total heat exchangers and undergo heat exchange once. A fresh air booster fan is installed on the fresh air outlet side of the heat recovery chamber to introduce fresh air into the indoor cavity. Two exhaust gas heat dissipation channels are provided in the outdoor cavity to guide exhaust gas to the air inlet side of the condenser. An exhaust gas fan is installed in each of the exhaust gas heat dissipation channels. The two exhaust gas outlet cavities of the heat recovery chamber are respectively connected to one exhaust gas heat dissipation channel. After secondary heat exchange with the condenser, the exhaust gas is discharged from the condenser outlet.
[0009] Furthermore, the waste heat dissipation channel includes a main air duct and at least one branch air duct. The waste exhaust fan is installed in the main air duct. One end of the main air duct is connected to the waste gas outlet of the heat recovery chamber. One end of the branch air duct is connected to the main air duct. The branch air duct extends along the length of the condenser and has several air outlets located on the air inlet side of the condenser.
[0010] Furthermore, the main air duct is connected to two branch air ducts, which are installed on both sides of the condenser in the width direction.
[0011] Furthermore, the fresh air booster fan is installed on the outer side of the total heat exchanger facing the indoor cavity, and the fresh air booster fan is installed on the first partition between the heat recovery chamber and the indoor cavity.
[0012] Furthermore, the first partition is generally funnel-shaped and protrudes towards the indoor cavity. The fresh air booster fan is installed at the center of the first partition, and the four sides of the first partition are sealed and fixedly connected to the inner wall of the shell.
[0013] Furthermore, at least one air supply chamber is separated in the indoor cavity by a second partition. An evaporator and a blower are installed in the air supply chamber. Fresh air introduced by the fresh air booster blower is drawn from both sides of the air supply chamber to the air inlet side of the evaporator.
[0014] Furthermore, two fresh air chambers are provided inside the indoor cavity, and the two fresh air chambers are symmetrically installed in the indoor cavity along the length direction of the shell.
[0015] Furthermore, return air inlets are provided on both sides of the bottom plate of the shell in the width direction, and return air valves are installed at the return air inlets. The return air inlets are located on the air inlet side of the evaporator. The fresh air introduced from both sides mixes with the return air entering from the two return air inlets and then exchanges heat with the evaporator.
[0016] Furthermore, both the fresh air booster fan and the exhaust fan are axial flow fans.
[0017] In summary, the rail vehicle air conditioning unit with dual exhaust gas heat exchange provided by this utility model has the following advantages compared with the prior art:
[0018] (1) Through the optimized design of the structure, this utility model makes the overall structure of the air conditioning unit simple and compact, reduces the complexity and cost of the air conditioning system, and facilitates large-scale application and integrated design, thereby improving the reliability and maintenance convenience of the system.
[0019] (2) This utility model integrates a total heat exchanger for heat exchange between fresh air and exhaust gas and a waste exhaust heat dissipation channel for leading exhaust gas to the condenser inlet side to participate in condenser heat exchange in a compact structure. After the exhaust gas exchanges heat with the fresh air, the exhaust gas is introduced into the condenser for a second heat exchange. This not only realizes the dual heat exchange between exhaust gas and fresh air and condenser inlet air, maximizing the utilization rate of exhaust gas heat energy, but also reduces the energy consumption of fresh air treatment and condenser load, significantly improving the energy efficiency ratio of the rail air conditioning system and achieving a more comprehensive energy-saving effect.
[0020] (3) This utility model discharges the heat-exchanged exhaust gas and the heat-exchanged outdoor air together through the condenser outlet to the outside, without the need to open an exhaust outlet on the shell. At the same time, by setting a fresh air booster fan, the fresh air overcomes the structural resistance of the total heat exchanger when it is introduced, improving the heat exchange efficiency of fresh air and exhaust gas, and making the overall structure of the air conditioning unit simpler and more compact.
[0021] (4) This utility model utilizes the branch air duct extending along the condenser to uniformly guide the exhaust gas to the air inlet side of the condenser, which not only helps to ensure the exhaust air volume, but also helps to uniformly distribute the exhaust gas on the air inlet side of the condenser, further improving the utilization rate of exhaust gas recovery.
[0022] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings. Attached Figure Description
[0023] 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.
[0024] In the attached diagram:
[0025] Figure 1This is a schematic diagram of the internal structure of the air conditioning unit of this utility model;
[0026] Figure 2 yes Figure 1 A cross-sectional view of the AA section (arrows in the figure indicate airflow direction);
[0027] Figure 3 yes Figure 1 A BB cross-sectional view (the arrows in the figure indicate the airflow direction).
[0028] In the picture:
[0029] Shell 1, side plate 1a, bottom plate 1b, inner cavity 2, outer cavity 3, evaporator 4, blower 5, condenser 6, condenser fan 7, heat recovery cavity 8, fresh air inlet cavity 81, fresh air outlet cavity 82, exhaust gas inlet cavity 83, exhaust gas outlet cavity 84, total heat exchanger 9, exhaust inlet 10, fresh air inlet 11, fresh air valve 12, fresh air booster fan 13, condenser inlet 14, condenser outlet 15, exhaust heat dissipation channel 16, branch air duct 161, exhaust fan 17, first partition 18, second partition 19, air supply cavity 20, return air outlet 21, return air valve 22.
[0030] 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
[0031] 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.
[0032] 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.
[0033] 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.
[0034] like Figures 1 to 3 As shown, this utility model provides a rail vehicle air conditioning unit with dual exhaust gas heat exchange, including a housing 1. The housing 1 has an indoor cavity 2 and an outdoor cavity 3. An evaporator 4, a blower 5, etc., are installed in the indoor cavity 2, and a compressor (not shown), a condenser 6, a condensing fan 7, etc., are installed in the outdoor cavity 3. Preferably, one indoor cavity 2 and one outdoor cavity 3 are provided within the housing 1. Alternatively, two indoor cavities 2 can be provided as needed, positioned at opposite ends of the outdoor cavity 3. The outdoor cavity 3 houses two condensers 6 and at least two condensing fans 7. The condensers 6 extend along the length of the housing 1 and are installed on both sides of the housing 1 in the width direction. The two condensing fans 7 are also arranged along the length of the housing 1 and are installed between the two condensers 6.
[0035] In this embodiment, a heat recovery chamber 8 for heat exchange of fresh air and exhaust gas is provided between the indoor chamber 2 and the outdoor chamber 3. Two total heat exchangers 9 are installed in the heat recovery chamber 8, and the two total heat exchangers 9 are arranged along the width direction of the shell 1. Corresponding to the two total heat exchangers 9, an exhaust inlet 10 and a fresh air inlet 11 are provided on the shell 1. A fresh air inlet 11 is provided on the side plates 1a on both sides of the shell 1, and a fresh air valve 12 is installed at the fresh air inlet 11. An exhaust inlet 10 is provided on the bottom plate 1b of the shell 1 between the two total heat exchangers 9. The total heat exchangers 9 have two flow channels, one for fresh air and one for exhaust gas. The outdoor fresh air and the indoor exhaust gas pass through the two total heat exchangers 9 respectively. The fresh air and exhaust gas flow independently in the two flow channels of the total heat exchangers 9 and undergo heat exchange once in the total heat exchangers 9.
[0036] When outdoor fresh air and indoor exhaust air pass through the total heat exchanger 9, the cooling (summer) and heating (winter) of the exhaust air are absorbed by the fresh air. The cooled and heated fresh air is then further mixed with the return air. Utilizing the exhaust air for heat exchange pretreatment of the fresh air solves the problem of reusing the exhaust air and effectively reduces the fresh air load, improving the energy efficiency ratio of the air conditioning unit. Simultaneously, by setting up two fresh air inlets 11 and two total heat exchangers 9, the fresh air volume can be significantly increased, further enhancing the recovery and utilization rate of the cooling and heating energy of the exhaust air, improving the heat recovery efficiency of the exhaust air, and further improving the energy efficiency ratio of the air conditioning unit.
[0037] A condenser air inlet 14 and a condenser air outlet 15 are provided on the shell 1 of the outdoor cavity 3. Condenser air inlets 14 are respectively opened on the shell 1 corresponding to the air inlet side of the two condensers 6, and condenser air outlets 15 are opened on the top plate of the shell 1 of the outdoor cavity 3. Two condenser air outlets 15 are provided corresponding to the two condenser fans 7. Outdoor air enters through the two condenser air inlets 14 on the side, exchanges heat with the two condensers 6, and is discharged through the two condenser air outlets 15 on the top.
[0038] like Figure 2 As shown, in this embodiment, the heat recovery chamber 8 is further divided into six chambers by two total heat exchangers 9, including two fresh air inlet chambers 81, one fresh air outlet chamber 82, one exhaust gas inlet chamber 83, and two exhaust gas outlet chambers 84. The exhaust gas outlet chamber 84 is arranged vertically with the fresh air inlet chamber 81, separated by a partition. The fresh air outlet chamber 82 and the exhaust gas inlet chamber 83 are located in the area between the two total heat exchangers 9 and are also arranged vertically, separated by a partition. The two fresh air inlet chambers 81 are connected to the fresh air inlets 11 on both sides, the exhaust gas inlet chamber 83 is connected to the exhaust outlet 10, the fresh air outlet chamber 82 is connected to the indoor chamber 2, introducing the heat-exchanged fresh air into the indoor chamber 2, and the two exhaust gas outlet chambers 84 are connected to the outdoor chamber 3, introducing the exhaust gas that has exchanged heat with the fresh air into the outdoor chamber 3. This layout simplifies the structure of the air conditioning unit, making it more compact. While ensuring heat exchange efficiency, it reduces the size of the air conditioning unit and lowers costs. It also helps to ensure the volume of fresh air and exhaust air, while ensuring smooth airflow and reducing flow resistance.
[0039] In this embodiment, two exhaust heat dissipation channels 16 are provided in the outdoor cavity 3 to guide the exhaust gas after primary heat exchange with fresh air to the corresponding air inlet side of the condenser 6. An exhaust fan 17 is installed in each exhaust heat dissipation channel 16. The two exhaust gas outlet chambers 84 of the heat recovery chamber 8 are respectively connected to one exhaust heat dissipation channel 16. After secondary heat exchange with the condenser 6, the exhaust gas is discharged from the condenser outlet 15. In this way, the two exhaust gas outlet chambers 84 correspond to one exhaust heat dissipation channel 16, which helps to reduce the flow resistance when the exhaust gas is discharged, making the exhaust gas discharge smoother, and also helps to simplify the internal structure of the air conditioning unit.
[0040] After exchanging heat with the fresh air, the exhaust gas is introduced into the air inlet side of the condenser 6 through the exhaust heat dissipation channel 16. It then mixes with the outdoor air entering through the condenser air inlet 14 before entering the condenser 6 together. The exhaust gas undergoes a secondary heat exchange with the refrigerant inside the condenser 6. In summer, the indoor exhaust gas, after exchanging heat with the fresh air, still has a relatively low temperature. Mixing with the outdoor air lowers the temperature of the air entering the condenser 6, allowing for heat exchange between the cooler air and the refrigerant in the condenser 6, significantly improving the heat exchange efficiency of the condenser 6. Similarly, in winter, the indoor exhaust gas, after exchanging heat with the fresh air, still has a relatively high temperature. Mixing with the outdoor air raises the temperature of the air entering the condenser 6 (at this time, the condenser acts like an evaporator in summer). The higher temperature air then exchanges heat with the refrigerant in the condenser 6, again significantly improving the heat exchange efficiency of the condenser 6 in winter.
[0041] In this way, by adding two exhaust heat dissipation channels 16 to guide the exhaust gas, the exhaust gas that was directly discharged outdoors is guided to the air inlet side of the condenser 6, where it exchanges heat with the condenser 6 again. This allows the cooling and heating capacity of the exhaust gas to be reused, significantly improving the recovery efficiency of the cooling and heating capacity of the exhaust gas and further enhancing the energy efficiency ratio of the air conditioning unit. Moreover, the exhaust gas after heat exchange is discharged outdoors together with the outdoor air after heat exchange through the condenser outlet 15, eliminating the need for a separate exhaust outlet on the casing 1. This also helps to simplify the structure of the air conditioning unit and reduce costs.
[0042] In this embodiment, preferably, the waste heat dissipation channel 16 includes a main air duct (not shown in the figure) and at least one branch air duct 161. The waste exhaust fan 17 is installed in the main air duct. One end of the main air duct is connected to the waste gas outlet chamber 84 of the heat recovery chamber 8. A partition (not shown in the figure) can be provided between the waste gas outlet chamber 84 and the main air duct, with an opening on the partition to connect the waste gas outlet chamber 84 and the main air duct. The waste exhaust fan 17 can be directly installed on the partition. One end of the branch air duct 161 is connected to the main air duct, and the branch air duct 161 extends along the length of the condenser 6.
[0043] Each branch duct 161 is equipped with several air outlets (not shown in the figure) located on the air inlet side of the condenser 6. The air outlets can be several through holes, or one or more ventilation slits, etc. This helps to distribute the exhaust gas more evenly on the air inlet side of the condenser 6, and the heat exchange with the condenser 6 is also more uniform, which helps to further improve the efficiency of exhaust gas recovery.
[0044] In this embodiment, a further preferred embodiment is, such as Figure 3As shown, the main air duct is connected to two branch air ducts 161, which are installed on both sides of the condenser 6 in the width direction. This helps to ensure the exhaust air volume and also helps to distribute the exhaust gas more evenly on the air inlet side of the condenser 6, further improving the efficiency of exhaust gas recovery. The connection between the two branch air ducts 161 and the main air duct can be designed in a funnel shape, or a herringbone-shaped baffle can be installed on the inlet side of the branch air ducts 161 to smoothly divert the exhaust gas entering the main air duct into the two branch air ducts 161 without increasing the exhaust gas flow resistance.
[0045] In this embodiment, a fresh air booster fan 13 is installed on the fresh air outlet side of the heat recovery chamber 8 to introduce fresh air into the indoor chamber 2. After heat exchange, the fresh air mixes with the indoor return air, and then further exchanges heat with the evaporator 4. Finally, under the action of the blower 5, it is delivered into the vehicle compartment through the air outlet and the air duct. The fresh air booster fan 13, while introducing fresh air into the indoor chamber 2, also enables the fresh air to overcome the structural resistance of the total heat exchanger 9 during introduction, thereby ensuring the fresh air volume and the heat exchange efficiency between the fresh air and the exhaust gas.
[0046] In this embodiment, it is further preferred that the fresh air booster fan 13 is installed on the outside of the total heat exchanger 9 facing the indoor cavity 2, that is, on the outside of the fresh air outlet cavity 82. Specifically, the fresh air booster fan 13 is installed on the first partition 18 between the heat recovery cavity 8 and the indoor cavity 2.
[0047] In this embodiment, more preferably, the first partition 18 is generally funnel-shaped, protruding towards the indoor cavity 2. An opening is provided at the center of the first partition 18, and the fresh air booster fan 13 is installed at this opening. The four sides of the first partition 18 are sealed and fixedly connected to the inner wall of the housing 1. All fresh air is introduced into the indoor cavity 2 through the fresh air booster fan 13. A funnel-shaped space is formed between the first partition 18 and the outlet side of the fresh air outlet chamber 82. After the fresh air comes out of the fresh air outlet chamber 82, it first enters the funnel-shaped space, and then is led out of the heat recovery chamber 8 by the fresh air booster fan 13 and into the indoor cavity 2.
[0048] In this embodiment, it is further preferred that both the fresh air booster fan 13 and the waste exhaust fan 17 are axial flow fans to ensure the air volume and flow rate of the fresh air.
[0049] In this embodiment, at least one air supply cavity 20 is further divided within the indoor cavity 2 by a second partition 19, such as... Figure 1As shown, two air supply chambers 20 are further divided within the indoor cavity 2. These two fresh air chambers 20 are symmetrically installed within the indoor cavity 2 along the length of the housing 1, which helps to increase the air volume supplied by the air conditioning unit. Each air supply chamber 20 is equipped with an evaporator 4 and two blowers 5. Air outlets (not shown) are opened on the bottom plate 1b of the housing 1 corresponding to the blowers 5, and these outlets are connected to the space inside the vehicle compartment via air supply ducts. The evaporator 4 extends along the width of the housing 1, and the evaporators 4 in the two air supply chambers 20 are arranged relatively parallel to each other. Fresh air introduced by the fresh air booster fan 13 is drawn from both sides of the air supply chamber 20 closest to the fresh air booster fan 13 to the air inlet side of the evaporator 4, i.e., to the area between the two evaporators 4. In this embodiment, a certain distance is maintained between the first partition 18 and the air supply chamber 20 to form a fresh air flow path and reduce the resistance to the fresh air flow. In this embodiment, the first partition 18 is configured in the shape of a horn, which not only facilitates the intake of fresh air on the air inlet side, but also slows down the speed of the fresh air entering the indoor cavity 2, so that the fresh air can flow more evenly from both sides of the air supply cavity 20 to the air inlet side of the evaporator 4.
[0050] In this embodiment, return air inlets 21 are further provided on both sides of the bottom plate 1b in the width direction of the shell, and return air valves 22 are installed at the return air inlets 21. The return air inlets 21 are connected to the space inside the carriage through return air ducts. The return air inlets 21 are located on the air inlet side of the evaporator 4. The fresh air introduced from both sides mixes with the return air entering from the two return air inlets 21 and then exchanges heat with the evaporator 4.
[0051] like Figures 1 to 3 As shown in the figure, the flow paths of fresh air and exhaust air in this embodiment are as follows:
[0052] When fresh air needs to be introduced, the fresh air valve 12 at the fresh air inlet 11 is opened. The opening degree of the fresh air valve 12 can control the amount of fresh air introduced. Under the action of the fresh air booster fan 13, fresh air enters the two fresh air intake chambers 81 from the fresh air inlets 11 on both sides of the housing 1. At the same time, the exhaust gas in the carriage enters the middle exhaust intake chamber 83 from one exhaust inlet 10 on the bottom plate 1b of the housing 1 under the action of the exhaust exhaust fan 17.
[0053] Fresh air and exhaust gas exchange heat in two total heat exchangers 9. During cooling, the fresh air releases heat to the exhaust gas, lowering its temperature; during heating, the fresh air absorbs heat from the exhaust gas, raising its temperature. Exhaust gas and fresh air pass through the total heat exchangers 9 simultaneously, utilizing the cooling or heating energy in the exhaust gas to treat the fresh air.
[0054] After being pre-cooled or pre-heated, the fresh air enters the fresh air outlet cavity 82 between the two total heat exchangers 9. Under the action of the fresh air booster fan 13, it flows out towards the indoor cavity 2 and is introduced from both sides of the supply air cavity 20 into the area between the two evaporators 4, where it mixes with the return air entering the air conditioning unit through the two return air vents 21. The mixed air passes through the two evaporators 4 and exchanges heat with the refrigerant inside the evaporators 4. The heat-exchanged air is then delivered into the passenger compartment by the supply fan 5 to regulate the temperature, humidity, and freshness of the passenger compartment environment.
[0055] Under the action of two exhaust fans 17, the exhaust gas enters the exhaust gas outlet chambers 84 on both sides of the two total heat exchangers 9, then further enters the two exhaust heat dissipation channels 16, and then further enters the two branch air ducts 161, and is discharged from the air outlets on the branch air ducts 161. Under the action of two exhaust fans 17, the exhaust gas is simultaneously guided to the air inlet side of the two condensers 6, and then mixed with the outdoor air entering from the condenser air inlet 14 under the action of the condenser fan 7, and enters the condenser 6 together to exchange heat with the refrigerant in the condenser 6. The exhaust gas after heat exchange is discharged from the condenser air outlet 15 at the top.
[0056] The rail vehicle air conditioning unit with dual exhaust gas heat exchange provided by this utility model has the following advantages:
[0057] (1) Through the optimized design of the structure, the air conditioning unit has a simple and compact overall structure, which reduces the complexity and cost of the air conditioning system. It is also easy to apply on a large scale and integrate the design, thereby improving the reliability and maintenance convenience of the system.
[0058] (2) The air conditioning unit integrates a total heat exchanger for heat exchange between fresh air and exhaust gas and a waste exhaust heat dissipation channel for leading exhaust gas to the condenser inlet side to participate in condenser heat exchange in a compact structure. After the exhaust gas exchanges heat with the fresh air, the exhaust gas is introduced into the condenser for a second heat exchange, realizing dual heat exchange between exhaust gas and fresh air and condenser inlet, maximizing the utilization rate of exhaust gas heat energy, while reducing the energy consumption of fresh air treatment and condenser load, significantly improving the energy efficiency ratio of the rail air conditioning system, and achieving a more comprehensive energy-saving effect.
[0059] (3) The air conditioning unit discharges the exhaust gas after heat exchange and the outdoor air after heat exchange to the outside through the condenser outlet. There is no need to open an exhaust outlet on the shell. At the same time, by setting a fresh air booster fan, the fresh air overcomes the structural resistance of the total heat exchanger 9 when it is introduced, making the overall structure of the air conditioning unit simple and compact.
[0060] (4) The air conditioning unit uses the branch air duct extending along the condenser to guide the exhaust gas to the air inlet side of the condenser, which helps to ensure the exhaust air volume and also helps to distribute the exhaust gas more evenly on the air inlet side of the condenser, further improving the utilization rate of exhaust gas recovery.
[0061] 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 rail vehicle air conditioning unit with dual exhaust gas heat exchange, comprising a housing, wherein the housing has an indoor cavity and an outdoor cavity, characterized in that: A heat recovery chamber for heat exchange of fresh air and exhaust gas is provided between the indoor and outdoor chambers. Two total heat exchangers are installed in the heat recovery chamber. Exhaust gas inlets and fresh air inlets are provided on the shells of the total heat exchangers. The fresh air inlets are located on the side plates of the shells, and the exhaust gas inlets are located on the bottom plate of the shells between the two total heat exchangers. Fresh air and exhaust gas pass through the total heat exchangers and undergo heat exchange once. A fresh air booster fan is installed on the fresh air outlet side of the heat recovery chamber to introduce fresh air into the indoor chamber. Two exhaust gas heat dissipation channels are provided in the outdoor chamber to guide exhaust gas to the air inlet side of the condenser. An exhaust gas fan is installed in each of the exhaust gas heat dissipation channels. The two exhaust gas outlet chambers of the heat recovery chamber are respectively connected to one exhaust gas heat dissipation channel. After secondary heat exchange with the condenser, the exhaust gas is discharged from the condenser outlet.
2. The rail vehicle air conditioning unit with dual exhaust gas heat exchange according to claim 1, characterized in that: The waste heat dissipation channel includes a main air duct and at least one branch air duct. The waste exhaust fan is installed in the main air duct. One end of the main air duct is connected to the waste gas outlet of the heat recovery chamber. One end of the branch air duct is connected to the main air duct. The branch air duct extends along the length of the condenser and has several air outlets located on the air inlet side of the condenser.
3. The rail vehicle air conditioning unit with dual exhaust gas heat exchange according to claim 2, characterized in that: The main air duct is connected to two branch air ducts, which are installed on both sides of the condenser in the width direction.
4. The rail vehicle air conditioning unit with dual exhaust gas heat exchange according to claim 1, characterized in that: The fresh air booster fan is installed on the outside of the total heat exchanger facing the indoor cavity, and the fresh air booster fan is installed on the first partition between the heat recovery chamber and the indoor cavity.
5. The rail vehicle air conditioning unit with dual exhaust gas heat exchange according to claim 4, characterized in that: The first partition is generally funnel-shaped and protrudes towards the interior cavity. The fresh air booster fan is installed at the center of the first partition, and the four sides of the first partition are sealed and fixedly connected to the inner wall of the shell.
6. The rail vehicle air conditioning unit with dual exhaust gas heat exchange according to claim 1, characterized in that: At least one air supply chamber is separated in the indoor cavity by a second partition. An evaporator and a blower are installed in the air supply chamber. Fresh air introduced by the fresh air booster blower is drawn from both sides of the air supply chamber to the air inlet side of the evaporator.
7. The rail vehicle air conditioning unit with dual exhaust gas heat exchange according to claim 6, characterized in that: Two fresh air chambers are provided inside the indoor cavity, and the two fresh air chambers are symmetrically installed in the indoor cavity along the length of the shell.
8. The rail vehicle air conditioning unit with dual exhaust gas heat exchange according to claim 6 or 7, characterized in that: Return air inlets are provided on both sides of the bottom plate of the shell in the width direction. Return air valves are installed at the return air inlets. The return air inlets are located on the air inlet side of the evaporator. Fresh air introduced from both sides mixes with the return air entering from the two return air inlets and then exchanges heat with the evaporator.
9. The rail vehicle air conditioning unit with dual exhaust gas heat exchange according to claim 1, characterized in that: Both the fresh air booster fan and the exhaust fan are axial flow fans.