WO2019119678A1 - 一种基于co 2冷媒的跨临界循环轨道车辆空调系统 - Google Patents

一种基于co 2冷媒的跨临界循环轨道车辆空调系统 Download PDF

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Publication number
WO2019119678A1
WO2019119678A1 PCT/CN2018/082281 CN2018082281W WO2019119678A1 WO 2019119678 A1 WO2019119678 A1 WO 2019119678A1 CN 2018082281 W CN2018082281 W CN 2018082281W WO 2019119678 A1 WO2019119678 A1 WO 2019119678A1
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refrigerant
compressor
heat exchanger
air conditioning
conditioning system
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English (en)
French (fr)
Inventor
陈广泰
白刚
鞠盈子
庞学博
卢文军
程显耀
赵博
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CRRC Dalian Institute Co Ltd
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CRRC Dalian Institute Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B61D27/0072—Means for cooling only

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  • the present invention relates to the field of air conditioning for rail vehicles, and more particularly to a transcritical cycle rail vehicle air conditioning system based on CO 2 refrigerant.
  • the air conditioning unit of the rail vehicle is generally installed at the top of the car, cooled in summer, ventilated in spring and autumn, and used to preheat the outdoor fresh air in winter.
  • all existing air-conditioning units use Freon as a refrigerant, and Freon is recognized as a major cause of ozone layer destruction and global warming.
  • mitigating the greenhouse effect and the destruction of the ozone layer have become the top issues facing the world. It is necessary to adopt environmentally friendly refrigerants as early as possible, and countries around the world are accelerating the process of replacing environmentally friendly refrigerants with high-GWP refrigerants.
  • CO 2 is the most promising natural working fluid because CO 2 has many advantages as follows:
  • the unit volume has a large cooling capacity, and the CO 2 device is small in volume compared with the ordinary working medium;
  • Object of the present invention is to provide a transcritical cycle rail vehicle air conditioning system based on CO 2 refrigerant, by using a transcritical CO 2 refrigerant is not only environmentally friendly, but also reduce the size and weight of the apparatus while ensuring the cooling efficiency, to meet the Demanding environmental requirements and lightweight requirements.
  • Another object of the present invention is to further improve energy efficiency, energy saving and emission reduction.
  • a transcritical cycle rail vehicle air conditioning system based on CO 2 refrigerant is located at the top of a vehicle body of a rail vehicle, and includes an evaporation chamber and an outdoor chamber.
  • the outdoor chamber includes a compressor and an outdoor heat exchanger
  • the evaporation chamber includes a throttle expansion device and an indoor heat exchanger
  • the outdoor heat exchanger comprising a gas cooler and a cooling fan
  • the cooling fan driving outside air to exchange heat with the gas cooler
  • the indoor heat exchanger including an evaporator
  • an evaporating fan the evaporating fan drives the air in the evaporation chamber to exchange heat with the evaporator
  • the compressor, the gas cooler, the throttling expansion device and the evaporator are sequentially connected by a refrigerant pipe to form a refrigeration cycle, and the characteristics thereof Yes,
  • the refrigeration cycle further includes an intermediate heat exchanger located in the evaporation chamber or in the outdoor chamber, a high temperature medium inlet of the intermediate heat exchanger and a medium outlet of the gas cooler Connected, the high temperature medium outlet of the intermediate heat exchanger is connected to the medium inlet of the throttle expansion device, and the low temperature medium inlet of the intermediate heat exchanger is connected to the medium outlet of the evaporator, the intermediate heat exchanger a low temperature medium outlet connected to the medium inlet of the compressor;
  • the refrigerant in the refrigeration cycle is CO 2 , and the refrigeration cycle is a transcritical cycle;
  • the compressor is a transcritical refrigeration compressor.
  • the CO 2 refrigerant compressed by the transcritical refrigeration compressor is a supercritical gas having a temperature ranging from 70 ° C to 120 ° C
  • the CO 2 refrigerant after heat exchange with the outside air through the gas cooler is a temperature.
  • the CO 2 refrigerant subjected to the throttling expansion device is a gas-liquid two-phase fluid having a temperature ranging from 6 ° C to 18 ° C, through the evaporator and the vehicle
  • the CO 2 refrigerant after the internal gas heat exchange is a supercritical gas.
  • a gas-liquid separator is installed at the medium inlet end of the compressor.
  • an intake pressure control valve is installed at a medium outlet end of the evaporator, and an exhaust pressure control valve is installed at a medium outlet end of the compressor.
  • the gas cooler has a tube diameter of 5 mm to 8 mm; and the evaporator has a tube diameter of 6 mm to 10 mm.
  • the throttle expansion device is an electronic expansion valve.
  • the electronic expansion valve is electrically connected to a pressure sensor and a temperature sensor respectively mounted at a medium outlet end of the evaporator.
  • the compressor is an inverter compressor
  • the cooling fan and the evaporation fan are inverter fans.
  • the cooling fan drives the outside air to exchange heat with the gas cooler
  • the flow of the outside air enters from above both sides of the top of the vehicle body, first passes through the gas cooler, and then in the cooling fan. Driven from the bottom to the top, from the top of the car body
  • the air conditioning equipment is reduced in size, which can meet the demand of light weight; further reduction is achieved by introducing an intermediate heat exchanger.
  • the temperature of the supercritical fluid at the outlet of the gas cooler medium reduces the pressure difference between the gas cooler outlet and the evaporator inlet, thereby greatly reducing the throttling loss and thereby increasing the efficiency of the system; by using a small-diameter gas cooler, It can improve the safety and corrosion resistance requirements under extreme conditions, and also improve the reliability of the entire air conditioning system; by using the electronic expansion valve to control the system superheat, it can provide better flow regulation and lower energy consumption; Changing the exhaust direction of the cooling fan improves the working efficiency of the outdoor heat exchanger; by using the variable frequency compressor and the fan, not only can the adjustment requirements of the comfort parameters in the cabin be more satisfied, but also the energy saving advantage; Roof mounting method for later maintenance and maintenance; control valve and suction by increasing exhaust pressure The pressure
  • the invention also provides that the refrigeration cycle is two sets of dual compressor air conditioning systems, two sets of the refrigeration cycle are respectively located at two sides of the top of the vehicle body, and the cooling fan is two sets of the refrigeration cycle
  • the two gas coolers are shared by the two evaporators of the two sets of the refrigeration cycle, the cooling fan and the evaporator fan being respectively located in the middle of the top of the vehicle body.
  • the air conditioning system of the above technical solution forms two sets of independent refrigeration systems that can work at the same time and can work independently, and can be mutually standby, one system fails, and the other can continue to work to ensure passengers' comfort and safety requirements.
  • FIG. 1 is a schematic view showing a simple layout of a circulating rail vehicle air conditioning system at the top of a vehicle body according to the present invention
  • FIG. 2 is a schematic view showing the principle of a circulating rail vehicle air conditioning system of the present invention
  • Figure 3 is a plan view of an air conditioning system in a specific embodiment of the present invention on a rail vehicle;
  • FIG. 4 is a front elevational view of the outdoor heat exchanger in the air conditioning system shown in FIG. 3.
  • the air conditioning system of the present invention uses transcritical CO 2 as a refrigerant, and the critical point temperature of the CO 2 refrigerant is about 31 ° C, which is very close to the ambient temperature. Therefore, the heat rejection temperature must exceed the critical point temperature, that is, the CO 2 refrigeration cycle.
  • the exotherm proceeds in the supercritical zone, and the evaporative endotherm proceeds in the subcritical zone to form a transcritical refrigeration cycle.
  • FIG. 1 is a schematic diagram showing a simple layout of a circulating rail vehicle air conditioning system at the top of a vehicle body.
  • the rail vehicle air conditioning system of the present invention is installed on the top of a rail vehicle body 1, for installation, Simple maintenance and replacement, mainly using a unit structure. Inside the unitary structure, it is mainly divided into a condensation chamber 8 and an evaporation chamber 5.
  • the condensing chamber 8 (outdoor chamber) is provided with a compressor 11 and an outdoor heat exchanger (including a gas cooler 8 and a cooling fan 7).
  • the upper portion of the condensing chamber 8 is in contact with the outside air, and the outside cold air enters under the action of the cooling fan 7.
  • the condensation chamber 8 cools the gas cooler 8 and then returns to the outside environment from above the condensation chamber 8.
  • the evaporation chamber 5 mainly comprises an indoor heat exchanger (including the evaporator 4 and the evaporating fan 2), an electric heater 3, an indoor fan (not shown in the figure), a fresh air valve (not shown in the figure), and a return air valve.
  • the evaporation chamber 5 communicates with the interior environment of the vehicle, and the evaporation chamber 5 includes an air outlet 9 and a return air outlet 10, and the hot air in the vehicle enters the evaporation chamber 5 from the return air outlet 10, and exchanges heat with the evaporator 4, and heat After being cooled, the air is discharged into the passenger compartment by the air outlet 9 by the evaporating fan 2 to provide a comfortable temperature environment for the passengers.
  • the evaporation chamber 5 can also mix the outside air with the air inside the vehicle through the fresh air inlet and outlet device to improve the air quality inside the vehicle. In the winter, the evaporator 4 can be turned off, and only the electric heater 3 is turned on to warm the cold air in the vehicle to heat the passengers.
  • FIG. 2 is a schematic diagram of the principle of the circulating rail vehicle air conditioning system of the present invention.
  • a CO 2 refrigerant-based transcritical cycle rail vehicle air conditioning system including a compressor 01, an outdoor heat exchanger 02, a throttle expansion device 03, an indoor heat exchanger 04, and an intermediate heat exchanger 05, outdoor
  • the heat exchanger 02 includes a gas cooler 021 and a cooling fan 022.
  • the cooling fan 022 drives the outside air to exchange heat with the gas cooler 021.
  • the indoor heat exchanger 04 includes an evaporator 041 and an evaporating fan 042, and the evaporating fan 042 drives the evaporation chamber.
  • the compressor 01, the gas cooler 021, the throttle expansion device 03, and the evaporator 041 are sequentially connected by a refrigerant pipe to constitute a refrigeration cycle, the refrigerant is CO 2 , and the refrigeration cycle is a transcritical cycle. Since the critical point of the refrigerant CO 2 is low and the critical point pressure is also relatively high, the compressor 01 should use a transcritical refrigeration compressor dedicated to CO 2 refrigerant.
  • the CO 2 refrigerant becomes a high-temperature and high-pressure supercritical gas after the compressor 01. Under extreme conditions, the CO 2 supercritical fluid has a pressure of up to 14 MPa at the outlet of the compressor 01. Therefore, in order to ensure safety and improve the reliability of the entire air conditioning system.
  • the gas cooler 021 and the evaporator 041 adopt a small diameter condenser tube and an evaporation tube.
  • the condenser tube of the gas cooler 021 has a tube diameter of 5 mm to 8 mm
  • the evaporator 041 has a tube diameter of 6 mm to 10 mm. .
  • the throttle expansion device 03 is preferably an electronic expansion valve electrically connected to a pressure sensor and a temperature sensor mounted at the medium outlet end of the evaporator 041, by measuring the fluid at the outlet end of the medium of the evaporator 041.
  • the temperature and pressure regulate the flow rate of the air conditioner to ensure that the working pressure of the air conditioning system is balanced, within the normal working range, and energy saving.
  • the electronic expansion valve can accurately reflect the change of superheat at low temperature, and can provide better flow. Adjusted and consumes less energy.
  • the temperature of the CO 2 refrigerant in each section of the refrigeration cycle is preferably: the temperature range is 6 ° C ⁇ 18 ° C low temperature and low pressure gas - liquid two - phase fluid CO 2 refrigerant absorbs heat from the vehicle interior environment, its state changes from gas-liquid two-phase to super-critical gas state, transcritical refrigeration compressor 01 heats CO 2 refrigerant to 70 ° C ⁇ 120
  • the supercritical gas between °C and the gas cooler 021 heats the CO 2 refrigerant for the first time to a supercritical gas between 30 ° C and 50 ° C by heat exchange with the outside air, and the throttle expansion device further cools the CO 2 refrigerant at 6 ° C.
  • the gas-liquid two-phase fluid between ⁇ 18 °C is repeated to complete the entire refrigeration cycle.
  • the present invention adds an intermediate heat exchanger 05 and an intermediate heat exchanger 05 to the refrigeration cycle.
  • the high temperature medium inlet 051 is connected to the medium outlet of the gas cooler 021
  • the high temperature medium outlet 052 of the intermediate heat exchanger 05 is connected to the medium inlet of the throttle expansion device 03
  • the medium outlet is connected, and the low temperature medium outlet 054 of the intermediate heat exchanger 05 is connected to the medium inlet of the compressor 01.
  • the CO 2 refrigerant at the medium outlet end of the evaporator 041 is once again heated, and enters the CO of the throttle expansion device 03. 2
  • the refrigerant is cooled again, reducing the pressure difference between the medium outlet of the gas cooler 021 and the medium inlet of the evaporator 041, thereby greatly reducing the throttling loss and thereby improving the efficiency of the system.
  • the intermediate heat exchanger 05 can be installed in the evaporation chamber or can be installed in the outdoor chamber.
  • the outdoor heat exchanger 02 includes a gas cooler 021 and a cooling fan 022.
  • the cooling fan 022 functions mainly by heat exchange of the air-cooling enhanced gas cooler 021 and cooling the compressor 01. Therefore, the wind direction of the cooling fan 022 directly affects the gas cooling.
  • the present invention changes the exhaust direction of the cooling fan 022.
  • the cooling air enters from the top of both sides of the top of the vehicle body 01, first passes through the gas cooler 021, and then is driven by the cooling fan 022. Next, the wind is discharged from the bottom to the top, and the heat is exchanged with the gas cooler 021.
  • the cooling air first passes through the gas cooler 021, at this time, the heat exchange temperature difference between the cooling air and the gas cooler 021 is maximized, and the heat exchange efficiency can be improved; on the other hand, since the CO 2 refrigerant in the gas cooler 021 is in the supercritical state In the state of heat exchange, the CO 2 refrigerant temperature in this state is more sensitive than the non-supercritical refrigerant. Therefore, by changing the wind direction, the heat exchange efficiency of the outdoor cavity of the air conditioning system is significantly improved, and the system cycle COP1% can be improved. about.
  • the compressor 01 is preferably an inverter compressor, and the cooling fan 022 and the evaporating fan 042 are also preferably variable frequency fans.
  • the comfort parameters of the vehicle can be satisfied in a wider range. Regulation requirements, and can be more energy-saving advantages, on the other hand, the use of inverter compressors and fans reduces the impact of compressors and fans on the rail vehicle power supply.
  • the invention also adds a safety relief function. Since the normal working pressure of the outdoor heat exchanger 02 is about 12Mpa when the CO 2 is working, the working pressure is also 7Mpa when the machine is stopped, and the working pressure is relatively high. In order to ensure the normal operation of the system, the pressure release safety valve is added, and the safety release valve can actively vent. Pressure to ensure the safety of vehicles and passengers. Specifically, an intake pressure control valve 08 is attached to the medium outlet end of the evaporator 041, and an exhaust pressure control valve 07 is attached to the medium outlet end of the compressor 01.
  • the high-temperature high-pressure supercritical CO 2 gas discharged from the compressor 01 after being compressed is introduced into the exhaust pressure control valve 07 through the pipeline, and the exhaust pressure control valve 07 determines whether the pipeline pressure exceeds the maximum operating pressure of the system, and if the pressure is higher than the set system operation The pressure is urgently relieved by the exhaust gas. If the pressure is within the allowable operating range, the supercritical CO 2 gas is exchanged with the air through the gas cooler 021. Similarly, the suction pressure control valve 08 can also determine whether the pressure in the pipeline is in the working range, and can adjust itself so that the pressure in the pipeline is in the normal working range, thereby improving the reliability of the entire system.
  • FIG. 3 is a top plan view of the air conditioning system on a rail vehicle in an embodiment of the present invention.
  • the refrigeration cycle including the compressor 01, the gas cooler 021, the throttle expansion device 03, the evaporator 04, and the intermediate heat exchanger 05 are two sets, which are respectively located on both sides of the top of the vehicle body 01, and the cooling fan 022 is located in the middle of the top of the vehicle body 01 and is shared by two gas coolers 021.
  • the evaporating fan 042 is also located in the middle of the top of the vehicle body 01 and is shared by the two evaporators 042.
  • Two independent refrigeration systems can work at the same time and can work separately. They can be used as backup machines. One system can fail and the other can continue to work to ensure passengers' comfort and safety.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其中，制冷循环回路包括中间换热器（05），中间换热器（05）的高温介质入口（051）与气体冷却器（021）的介质出口相连，中间换热器（05）的高温介质出口（052）与节流膨胀装置（03）的介质入口相连，中间换热器（05）的低温介质入口（053）与蒸发器（041）的介质出口相连，中间换热器（05）的低温介质出口（054）与压缩机（01）的介质入口相连；制冷循环回路中的冷媒为CO 2，制冷循环采用跨临界循环；压缩机（01）为跨临界制冷压缩机。该系统不仅可以满足苛刻的环保要求，而且能够保障制冷效率，满足对轨道车辆的轻量化需求。

Description

一种基于CO 2冷媒的跨临界循环轨道车辆空调系统 技术领域
本发明涉及轨道车辆用空调领域，更具体地，涉及一种基于CO 2冷媒的跨临界循环轨道车辆空调系统。
背景技术
轨道车辆的空调装置一般安装在车顶部，夏天制冷，春秋两季通风，冬季用于对室外新风进行预热。现有的空调装置几乎全部采用氟利昂为冷媒，由于氟利昂是世界公认的引起臭氧层破坏及全球变暖的主要因素。随着全球变暖效应的逐步显现，减缓温室效应和臭氧层破坏成为全球面临的首要问题。必须尽早采用对环境无危害的制冷剂，全球各国也在加速推进环保制冷剂替代高GWP制冷剂的进程，自《蒙特利尔协定书》签订以来，以CFC和HCFC做制冷剂的空调逐步禁用，为了寻找合适制冷剂，全球开展了广泛研究，天然制冷剂引起了人们极大关注。由于绿色环保天然制冷剂CO 2以其无毒、对臭氧层无破坏，不会产生温室效应，以及其良好的热力学性质等优点，再次受到制冷行业的重视。
CO 2作为最具有潜力的自然工质是因为CO 2有着如下诸多优点：
1)自然工质，对环境无破坏作用，ODP＝0、GWP＝1；
2)单位体积制冷量大，与普通工质相比，CO 2设备体积小；
3)安全系数高，无毒不可燃，化学性质稳定；
4)粘度低，具有优良的流动性及传热性；
5)廉价容易获取。
发明内容
本发明的目的在于，提供一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，通过使用跨临界的CO 2冷媒，不仅对环境友好，而且在缩小设备体积和重量的同时保障制冷效率，满足苛刻的环保要求和轻量化的需求。
本发明的另一目的在于，进一步提高能效，节能减排。
为实现上述目的，本发明的技术方案如下：
一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，位于轨道车辆的车体顶部，包括蒸发腔和室外腔，所述室外腔内包括压缩机、室外换热器，所述蒸发腔内包括节流膨胀装置和室内换热器，所述室外换热器包括气体冷却器和冷却风机，所述冷却风机带动外界空气与所述气体冷却器进行换热，所述室内换热器包括蒸发器和蒸发风机，所述蒸发风机带动蒸发腔内空气与所述蒸发器进行换热，所述压缩机、气体冷却器、节流膨胀装置和蒸发器通过冷媒配管依次连接构成制冷循环回路，其特征在于，
所述制冷循环回路还包括中间换热器，所述中间换热器位于所述蒸发腔内或所述室外腔内，所述中间换热器的高温介质入口与所述气体冷却器的介质出口相连，所述中间换热器的高温介质出口与所述节流膨胀装置的介质入口相连，所述中间换热器的低温介质入口与所述蒸发器的介质出口相连，所述中间换热器的低温介质出口与所述压缩机的介质入口相连；
所述制冷循环回路中的冷媒为CO 2，制冷循环为跨临界循环；
所述压缩机为跨临界制冷压缩机。
优选地，经所述跨临界制冷压缩机压缩后的CO 2冷媒为温度范围在70℃～120℃间的超临界气体，经所述气体冷却器与外界空气换热后的CO 2冷媒为温度范围在30℃～50℃间的超临界气体，经所述节流膨胀装置作用后的CO 2冷媒为温度范围在6℃～18℃间的气液两相流体，经所述蒸发器与车内气体换热后的CO 2冷媒为超临界气体。
优选地，在所述压缩机的介质入口端安装气液分离器。
优选地，在所述蒸发器的介质出口端安装吸气压力控制阀，在所述压缩机的介质出口端安装排气压力控制阀。
优选地，所述气体冷却器的管直径为5mm～8mm；所述蒸发器的管直径为6mm～10mm。
优选地，所述节流膨胀装置为电子膨胀阀。
优选地，所述电子膨胀阀分别与蒸发器的介质出口端安装的压力传感器和温度传感器电相连。
优选地，所述压缩机为变频压缩机，所述冷却风机和所述蒸发风机为变频风机。
优选地，所述冷却风机带动外界空气与所述气体冷却器进行换热时，外界空气的流向为从车体顶部两侧上方进入，先经过所述气体冷却器，然后在所述冷却风机的带动下，由下向上出风，从车体顶部中间排出
综上所述，通过采用跨临界的CO 2冷媒，不仅节能环保，而且增加了单位容积制冷量，使得空调设备体积变小，能够满足轻量化的需求；通过引入中间换热器，进一步降低了气体冷却器介质出口的超临界流体的温度，缩小了气体冷却器出口和蒸发器入口的压差，从而大幅度降低节流损失，进而提高系统的效率；通过采用小管径的气体冷却器，可以提高在极端工况下的安全性和耐腐蚀要求，也提高了整个空调系统的可靠性；通过使用电子膨胀阀控制系统过热度，能够提供较好的流量调节，并且能耗较低；通过改变冷却风机的排风方向，提高了室外换热器的工作效率；通过采用变频的压缩机和风机，不仅可以满足更多范围内车厢内舒适性参数的调节要求，而且具有节能优势；通过采用车顶安装方法，便于后期维修和维护；通过增加排气压力控制阀和吸气压力控制阀，为整个系统增加了安全泄压功能，保证系统的安全性。
本发明还提供了所述制冷循环回路为两套的双压缩机空调系统，两套所述制冷循环回路分别位于车体顶部的两侧，所述冷却风机为两套所述制冷循环回路中的两个气体冷却器共用，所述蒸发风机为两套所述制冷循环回路中的两个蒸发器共用，所述冷却风机和所述蒸发风机分别位于车体顶部中间。上述技术方案的空调系统，形成了两套既可同时工作又可以单独工作的独立制冷系统，可以互为备机，一台系统出现故障，另一台可继续工作，保证乘客的舒适安全需求。
附图说明
图1是本发明的循环轨道车辆空调系统在车体顶部的简单布局示意图；
图2是本发明的循环轨道车辆空调系统的原理示意图；
图3是本发明的具体实施例中的空调系统在轨道车辆上的俯视图；
图4是图3所示的空调系统中的室外换热器的前视图。
具体实施方式
下面结合附图，对本发明的具体实施方式作进一步的详细说明。
需要说明的是，在下述的具体实施方式中，在详述本发明的实施方式时，为了清楚地表示本发明的结构以便于说明，特对附图中的结构不依照一般比例绘图，并进行了局部放大、变形及简化处理，因此，应避免以此作为对本发明的限定来加以理解。
本发明的空调系统以跨临界的CO 2为冷媒，CO 2冷媒的临界点温度约为31℃，与环境温度非常接近，因此，其排热温度必须超过临界点温度，即CO 2制冷循环的放热在超临界区进行，而蒸发吸热在亚临界区之中进行，从而形成跨临界制冷循环。
请参阅图1，图1是本发明的循环轨道车辆空调系统在车体顶部的简单布局示意图，如图所示，本发明的轨道车辆空调系统安装于轨道车辆车体1的顶部，为了安装、维护、更换简单，主要采用单元式结构。在单元式结构内部，主要分为冷凝腔8及蒸发腔5。冷凝腔8(室外腔)内设有压缩机11、室外热交换器(包括气体冷却器8和冷却风机7)，冷凝腔8上方与外界空气接触，外界冷空气在冷却风机7的作用下进入冷凝腔8，对气体冷却器8进行冷却，之后从冷凝腔8上方返回外界环境。蒸发腔5内主要包含室内热交换器(包括蒸发器4和蒸发风机2)、电加热器3、室内通风机(未在图中标出)、新风阀(未在图中标出)及回风阀(未在图中标出)等，蒸发腔5与车内环境相通，蒸发腔5包括出风口9和回风口10，车内热空气从回风口10进入蒸发腔5，与蒸发器4热交换，热空气被冷却后在蒸发风机2的作用下由出风口9排入车厢内，为乘客提供舒适温度的环境。蒸发腔5也可以通过新风进出装置使外界空气在蒸发腔5内与车内空气混合，改善车内空气质量。冬天时，可以关闭蒸发器4，只打开电加热器3，为车内冷空气加温，为乘客供暖。
请参阅图2，图2是本发明的循环轨道车辆空调系统的原理示意图。如图所示，一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，包括压缩机01、室外换热器02、节流膨胀装置03、室内换热器04和中间换热器05，室外换热器02包括气体冷却器021和冷却风机022，冷却风机022带动外界空气与气体冷却器021进行换热，室内换热器04包括蒸发器041和蒸发风机042，蒸发风机042带动蒸发腔内空气与蒸发器041进行换热。
请继续参阅图2。压缩机01、气体冷却器021、节流膨胀装置03和蒸发器041通过冷媒配管依次连接构成制冷循环回路，冷媒采用CO 2，制冷循环采用跨临界循环。由于冷媒CO 2的临界点较低，临界点压力亦相当高，所以，压缩机01应采用CO 2冷媒专用的跨临界制冷压缩机。CO 2冷媒经压缩机01后变为高温高压的超临界气体，在极端工况下，CO 2超临界流体在压缩机01出口压力高达14Mpa，因此，为了保障安全，以及提高整个空调系统的可靠性，气体冷却器021和蒸发器041中采用小管径的冷凝管和蒸发管，优选地，气体冷却器021的冷凝管的管直径为5mm～8mm，蒸发器041的管直径为6mm～10mm。
在本实施例中，节流膨胀装置03优选为电子膨胀阀，该电子膨胀阀与蒸发器041的介质出口端安装的压力传感器和温度传感器电相连，通过测量蒸发器041的介质出口端的流体的温度和压力调节本身流量，确保空调系统的工作压力均衡，处于正常工作范围内，并且节能，另一方面，电子膨胀阀在低温下也能准确反应出过热度的变化，能够提供较好的流量调节，并且本身能耗较低。
为了保障空调系统能够满足轨道车辆的能效需求，至少不低于现有氟利昂冷媒的空调系统的能效，CO 2冷媒在制冷循环回路的各段管路中的温度优选为：温度范围在6℃～18℃低温低压的气液两相流体CO 2冷媒从车辆内环境吸收热量，其状态由气液两相转变为超临界的气态，跨临界制冷压缩机01将CO 2冷媒加热至70℃～120℃间的超临界气体，气体冷却器021通过与外界空气换热使CO 2冷媒第一次降温至30℃～50℃间的超临界气体，节流膨胀装置进一步使CO 2冷媒降温在6℃～18℃间的气液两相流体，如此反复，完成整个制冷循环。
由于气体冷却器021介质出口和蒸发器041介质入口的压差较大，易导致整个系统的效率不高，因此，本发明在制冷循环回路中增加了中间换热器05，中间换热器05的高温介质入口051与气体冷却器021的介质出口相连，中间换热器05的高温介质出口052与节流膨胀装置03的介质入口相连，中间换热器05的低温介质入口053与蒸发器041的介质出口相连，中间换热器05的低温介质出口054与压缩机01的介质入口相连，如此，蒸发器041的介质出口端的CO 2冷媒被再一次升温，而进入节流膨胀装置03的CO 2冷媒被再一次降温，缩小气体冷却器021介质出口和蒸发器041介质入口间的压差，从而大幅度降低节流损失，进而提高系统的效率。中间换热器05可以安装在蒸发腔内，也可以安装在室外腔内。
室外热交换器02包括气体冷却器021和冷却风机022，冷却风机022的作用主要是通过风冷强化气体冷却器021的换热及冷却压缩机01，因此，冷却风机022的风向直接影响气体冷却器021的运行效率。为了提高室外热交换器02的换热效率，本发明改变了冷却风机022的排风方向，冷却风由车体01顶部两侧上方进入，先经过气体冷却器021，然后在冷却风机022的带动下，由下向上出风，与气体冷却器021完成换热。由于冷却风先经过气体冷却器021，此时，冷却风和气体冷却器021的换热温差最大，可以提高换热效率；另一方面，由于气体冷却器021内的CO 2冷媒是在超临界状态下进行换热的，该状态的CO 2冷媒温度相比非超临界的冷媒更加敏感，因此，通过改变风向，显著地提高了空调系统的室外腔的换热效率，能提高系统循环COP1％左右。
为了进一步节能，压缩机01优选为变频压缩机，冷却风机022和蒸发风机042也都优选为变频风机，通过使压缩机和风机同时变频工作，不仅可以满足更多范围内车厢内舒适性参数的调节要求，而且可以更具节能优势，另一方面，变频压缩机及风机的使用，减少了压缩机及风机启停对轨道车辆电源的冲击。
本发明还增加了安全泄压功能。由于CO 2在工作时室外换热器02正常工作压力在12Mpa左右，停机时工作压力也在7Mpa，工作压力比较高，为了保证系统工作正常，增加了压力释放安全阀，安全释放阀能够主动泄压，保证车辆及乘客安全。具体地，在蒸发器041的介质出口端安装吸气压力控制阀08，在压缩机01的介质出口端安装排气压力控制阀07。压缩机01经过压缩后排出的高温高压超临界CO 2气体经管路进入排气压力控制阀07，排气压力控制阀07判断管路压力是否超出系统最高运行压力，如果压力高于设定系统运行压力，则通过排气紧急泄压，如果压力在允许运行范围内，则超临界CO 2气体经过气体冷却器021与空气进行换热。类似的，吸气压力控制阀08也可以判断管路中的压力是否位于工作区间，并可以自行调节，使管路中的压力处于正常工作范围，提高整个系统的可靠性。
为了保证压缩机01的正常工作，优选地，在压缩机01的介质入口端增加气液分离器06，防止液体进入压缩机01造成压缩机01损坏。
请参阅图3，图3是本发明的一具体实施例中的空调系统在轨道车辆上的俯视图。如图所示，包括压缩机01、气体冷却器021、节流膨胀装置03、蒸发器04和中间换热器05的制冷循环回路为两套，分别位于车体01顶部的两侧，冷却风机022位于车体01顶部中间，为两个气体冷却器021共用，蒸发风机042也位于车体01顶部中间，为两个蒸发器042共用。两套独立制冷系统可同时工作又可以单独工作，可以互为备机，一台系统出现故障，另一台可继续工作，保证乘客的舒适安全需求。
以上所述，仅为本发明较佳的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，根据本发明的技术方案及其发明构思加以等同替换或改变，都应涵盖在本发明的保护范围之内。

Claims (10)

  1. 一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，位于轨道车辆的车体顶部，包括蒸发腔和室外腔，所述室外腔内包括压缩机、室外换热器，所述蒸发腔内包括节流膨胀装置和室内换热器，所述室外换热器包括气体冷却器和冷却风机，所述冷却风机带动外界空气与所述气体冷却器进行换热，所述室内换热器包括蒸发器和蒸发风机，所述蒸发风机带动蒸发腔内空气与所述蒸发器进行换热，所述压缩机、气体冷却器、节流膨胀装置和蒸发器通过冷媒配管依次连接构成制冷循环回路，其特征在于，
    所述制冷循环回路还包括中间换热器，所述中间换热器位于所述蒸发腔内或所述室外腔内，所述中间换热器的高温介质入口与所述气体冷却器的介质出口相连，所述中间换热器的高温介质出口与所述节流膨胀装置的介质入口相连，所述中间换热器的低温介质入口与所述蒸发器的介质出口相连，所述中间换热器的低温介质出口与所述压缩机的介质入口相连；
    所述制冷循环回路中的冷媒为CO 2，制冷循环为跨临界循环；
    所述压缩机为跨临界制冷压缩机。
  2. 根据权利要求1所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，经所述跨临界制冷压缩机压缩后的CO 2冷媒为温度范围在70℃～120℃间的超临界气体，经所述气体冷却器与外界空气换热后的CO 2冷媒为温度范围在30℃～50℃间的超临界气体，经所述节流膨胀装置作用后的CO 2冷媒为温度范围在6℃～18℃间的气液两相流体，经所述蒸发器与车内气体换热后的CO 2冷媒为气体。
  3. 根据权利要求1所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，在所述压缩机的介质入口端安装气液分离器。
  4. 根据权利要求1所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，在所述蒸发器的介质出口端安装吸气压力控制阀，在所述压缩机的介质出口端安装排气压力控制阀。
  5. 根据权利要求1所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，所述气体冷却器的管直径为5mm～8mm；所述蒸发器的管直径为6mm～10mm。
  6. 根据权利要求1所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，所述节流膨胀装置为电子膨胀阀。
  7. 根据权利要求6所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，所述电子膨胀阀分别与蒸发器的介质出口端安装的压力传感器和温度传感器电相连。
  8. 根据权利要求1所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，所述压缩机为变频压缩机，所述冷却风机和所述蒸发风机为变频风机。
  9. 根据权利要求1所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，所述冷却风机带动外界空气与所述气体冷却器进行换热时，外界空气的流向为从车体顶部两侧上方进入，先经过所述气体冷却器，然后在所述冷却风机的带动下，由下向上出风，从车体顶部中间排出。
  10. 根据权利要求1～9任意一项所述的一种基于CO 2冷媒的跨临界循环轨道车辆空调系统，其特征在于，所述制冷循环回路为两套，分别位于车体顶部的两侧，所述冷却风机为两套所述制冷循环回路中的两个气体冷却器共用，所述蒸发风机为两套所述制冷循环回路中的两个蒸发器共用，所述冷却风机和所述蒸发风机分别位于车体顶部中间。
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