暖通空调论文英文文献

你是学建筑环境也设备工程的不

testing of an air-cycle refrigeration system for road transportAbstractThe environmental attractions of air-cycle refrigeration are considerable. Following a thermodynamic design analysis, an air-cycle demonstrator plant was constructed within the restricted physical envelope of an existing Thermo King SL200 trailer refrigeration unit. This unique plant operated satisfactorily, delivering sustainable cooling for refrigerated trailers using a completely natural and safe working fluid. The full load capacity of the air-cycle unit at −20 °C was 7,8 kW, 8% greater than the equivalent vapour-cycle unit, but the fuel consumption of the air-cycle plant was excessively high. However, at part load operation the disparity in fuel consumption dropped from approximately 200% to around 80%. The components used in the air-cycle demonstrator were not optimised and considerable potential exists for efficiency improvements, possibly to the point where the air-cycle system could rival the efficiency of the standard vapour-cycle system at part-load operation, which represents the biggest proportion of operating time for most : Air conditioner; Refrigerated transport; Thermodynamic cycle; Air; Centrifuge compressor; Turbine expander COP, NomenclaturePRCompressor or turbine pressure ratioTAHeat exchanger side A temperature (K)TBHeat exchanger side B temperature (K)TinletInlet temperature (K)ToutletOutlet temperature (K)ηcompCompressor isentropic efficiencyηturbTurbine isentropic efficiencyηheat exchangerHeat exchanger effectiveness1. IntroductionThe current legislative pressure on conventional refrigerants is well known. The reason why vapour-cycle refrigeration is preferred over air-cycle refrigeration is simply that in the great majority of cases vapour-cycle is the most energy efficient option. Consequently, as soon as alternative systems, such as non-HFC refrigerants or air-cycle systems are considered, the issue of increased energy consumption arises over legislation affecting HFC refrigerants and the desire to improve long-term system reliability led to the examination of the feasibility of an air-cycle system for refrigerated transport. With the support of Enterprise Ireland and Thermo King (Ireland), the authors undertook the design and construction of an air-cycle refrigeration demonstrator plant at LYIT and QUB. This was not the first time in recent years that air-cycle systems had been employed in transport. NormalAir Garrett developed and commercialised an air-cycle air conditioning pack that was fitted to high speed trains in Germany in the 90s. As part of an European funded programme, a range of applications for air-cycle refrigeration were investigated and several demonstrator plants were constructed. However, the authors are unaware of any other case where a self-contained air-cycle unit has been developed for the challenging application of trailer King decided that the demonstrator should be a trailer refrigeration unit, since those were the units with the largest refrigeration capacity but presented the greatest challenges with regard to physical packaging. Consequently, the main objective was to demonstrate that an air-cycle system could fit within the existing physical envelop and develop an equivalent level of cooling power to the existing vapour-cycle unit, but using only air as the working fluid. The salient performance specifications for the existing Thermo King SL200 vapour-cycle trailer refrigeration unit are listed .It was not the objective of the exercise to complete the design and development of a new refrigeration product that would be ready for manufacture. To limit the level of resources necessary, existing hardware was to be used where possible with the recognition that the efficiencies achieved would not be optimal. In practical terms, this meant using the chassis and panels for an existing SL200 unit along with the standard diesel engine and circulation fans. The turbomachinery used for compression and expansion was adapted from commercial . Thermodynamic modelling and design of the demonstrator plantThe thermodynamics of the air-cycle (or the reverse ‘Joule cycle’) are adequately presented in most thermodynamic textbooks and will not be repeated here. For anything other than the smallest flow rates, the most efficient machines available for the necessary compression and expansion processes are turbomachines. Considerations for the selection of turbomachinery for air-cycle refrigeration systems have been presented and discussed by Spence et al. [3]. a typical configuration of an air-cycle system, which is sometimes called the ‘boot-strap’ configuration. For mechanical convenience the compression process is divided into two stages, meaning that the turbine is not constrained to operate at the same speed as the primary compressor. Instead, the work recovered by the turbine during expansion is utilised in the secondary compressor. The two-stage compression also permits intercooling, which enhances the overall efficiency of the compression process. An ‘open system’ where the cold air is ejected directly into the cold space, removing the need for a heat exchanger in the cold space. In the interests of efficiency, the return air from the cold space is used to pre-cool the compressed air entering the turbine by means of a heat exchanger known as the ‘regenerator’ or the ‘recuperato ’. To support the design of the air-cycle demonstrator plant, and the selection of suitable components, a simple thermodynamic model of the air-cycle configuration shown in was developed. The compression and expansion processes were modelled using appropriate values of isentropic efficiency, as defined in heat exchange processes were modelled using values of heat exchanger effectiveness as defined in The model also made allowance for heat exchanger pressure drop. The system COP was determined from the ratio of the cooling power delivered to the power input to the primary compressor, as defined in illustrate air-cycle performance characteristics as determined from the thermodynamic model:illustrates the variation in air-cycle COP and expander outlet temperature over a range of cycle pressure ratios for a plant operating between −20 °C and +30 °C. The cycle pressure ratio is defined as the ratio of the maximum cycle pressure at secondary compressor outlet to the pressure at turbine outlet. For the ideal air-cycle, with no losses, the cycle COP increases with decreasing cycle pressure ratio and tends to infinity as the pressure ratio approaches unity. However, the introduction of real component efficiencies means that there is a definite peak value of COP that occurs at a certain pressure ratio for a particular cycle. However,illustrates, there is a broad range of pressure ratio and duty over which the system can be operated with only moderate variation of class of turbomachinery suitable for the demonstrator plant required speeds of around 50 000 rev/min. To simplify the mechanical arrangement and avoid the need for a high-speed electric motor, the two-stage compression system shown was adopted. The existing Thermo King SL200 chassis incorporated a substantial system of belts and pulleys to power circulation fans, which severely restricted the useful space available for mounting heat exchangers. A simple thermodynamic model was used to assess the influence of heat exchanger performance on the efficiency of the plant so that the best compromise could be developed show the impact of intercooler and aftercooler effectiveness and pressure loss on the COP of the proposed two-stage system in incorporated an intercooler between the two compression stages. By dispensing with the intercooler and its associated duct work a larger aftercooler could be accommodated with improved effectiveness and reduced pressure loss. Analysis suggested that the improved performance from a larger aftercooler could compensate for the loss of the the impact of the recuperator effectiveness on the COP of the plant, which is clearly more significant than that of the other heat exchangers. As well as boosting cycle efficiency, increased recuperator effectiveness also moves the peak COP to a lower overall system pressure ratio. The impact of pressure loss in the recuperator is the same as for the intercooler and aftercooler shown in. The model did not distinguish between pressure losses in different locations; it was only the sum of the pressure losses that was significant. Any pressure loss in connecting duct work and headers was also lumped together with the heat exchanger pressure loss and analysed as a block pressure specific cooling capacity of the air-cycle increases with system pressure ratio. Consequently, if a higher system pressure ratio was used the required cooling duty could be achieved with a smaller flow rate of air. shows the mass flow rate of air required to deliver 7,5 kW of cooling power for varying system pressure the demonstrator system was to be based on commercially available turbomachinery, it became important to choose a pressure ratio and flow rate that could be accommodated efficiently by some existing compressor and turbine rotors. and were based on efficiencies of 81 and 85% for compression and expansion, respectively. While such efficiencies are attainable with optimised designs, they would not be realised using compromised turbocharger components. For the design of the demonstrator plant efficiencies of 78 and 80% were assumed to be realistically attainable for compression and turbomachinery efficiencies corresponded to higher cycle pressure ratios and flow rates in order to achieve the target cooling duty. The cycle design point was also compromised to help heat exchanger performance. The pressure losses in duct work and heat exchangers increased in proportion with the square of flow velocity. Selecting a higher cycle pressure ratio corresponded to a lower mass flow rate and also increased density at inlet to the aftercooler heat exchanger. The combined effect was a decrease in the mean velocity in the heat exchanger, a decrease in the expected pressure losses in the heat exchanger and duct work, and an increase in the effectiveness of the heat exchanger. Consequently, a system pressure ratio higher than the value corresponding to peak COP was chosen in order to achieve acceptable heat exchanger performance within the available physical space. The below optimum performance of turbomachinery and heat exchanger components, coupled with excessive bearing losses, meant that the predicted COP of the overall system dropped to around 0,41. The system pressure ratio at the design point was 2,14 and the corresponding mass flow rate of air was 0,278 kg/ moving the design point beyond the pressure ratio for peak COP, it was anticipated that the demonstrator plant would yield good part-load performance since the COP would not fall as the pressure ratio was reduced. Also, operating at part-load corresponded to lower flow velocities and anticipated improvements in heat exchanger performance. Part-load operation was achieved by reducing the speed of the primary compressor, resulting in a decrease in both pressure and mass flow rate throughout the . Prime mover and primary compressorThe existing diesel engine was judged adequate to power the demonstrator plant. The standard engine was a four cylinder, water cooled diesel engine fitted with a centrifugal clutch and all necessary ancillaries and was controlled by a microprocessor the thermodynamic model, the pressure ratio for the primary compressor was 1,70. The centrifugal compressor required a shaft speed of around 55 000 rev/min. Other alternatives were evaluated for primary compression with the aim of obtaining a suitable device that operated at a lower speed. Other commercially available devices such as Roots blowers and rotary piston blowers were all excluded on the basis of poor one-off gearbox was designed and manufactured as part of the project to step-up the engine shaft speed to around 55 000 rev/min. The gearbox was a two stage, three shaft unit which mounted directly on the end of the diesel engine and was driven through the existing centrifugal . Cold air unitThe secondary compressor and the expansion turbine were mounted on the same shaft in a free rotating unit. The combination of the secondary compressor and the turbine was designated as the ‘Cold Air Unit’ (CAU). While the CAU was mechanically equivalent to a turbocharger, a standard turbocharger would not satisfy the aerodynamic requirements efficiently since the pressure ratios and inlet densities for both the compressor and the turbine were significantly different from any turbocharger installation. Consequently, both the secondary compressor and the turbine stage were specially chosen and developed to deliver suitable turbochargers use plain oil fed journal bearings, which are low-cost, reliable and provide effective damping of shaft vibrations. However, plain bearings dissipate a substantial amount of shaft power through viscous losses in the oil films. A plain bearing arrangement for the CAU was expected to absorb 2–3 kW of mechanical power, which represented around 25% of the anticipated turbine power. Also, the clearances in plain bearings require larger blade tip clearances for both the compressor and the turbine with a consequential efficiency penalty. Given the pressurised inlet to the secondary compressor, the limited thrust capacity of the plain bearing arrangement was also a concern. A CAU utilising high-speed ball bearings, or air bearings, was identified as a preferable arrangement to plain bearings. Benefits would include greatly reduced bearing power losses, reduced turbomachinery tip clearance losses and increased thrust load capacity. However, adequate resources were not available to design a special one-off high speed ball bearing system. Consequently, a standard turbocharger plain bearing system was secondary compressor stage was a standard turbocharger compressor selected for a pressure ratio of 1,264. Secondary compressor and turbine selection were linked because of the requirement to balance power and match the speed. Since most commercial turbines are sized for high temperature (and consequently low density) air at inlet, a special turbine stage was developed for the application. Cost considerations precluded the manufacture of a custom turbine rotor, so a commercially available rotor was used. The standard turbine rotor blade profile was substantially modified and vaned nozzles for turbine inlet were designed to match the modified rotor, in line with previous turbine investigations at QUB (Spence and Artt,). An exhaust diffuser was also incorporated into the turbine stage in order to improve turbine efficiency and to moderate the exhaust noise levels through reduced air velocity. The exhaust diffuser exited into a specially designed exhaust performance of the turbine stage was measured before the unit was incorporated into the complete demonstrator plant. The peak efficiency of the turbine was established at 81%.5. Heat exchangersDue to packaging constraints, the heat exchangers had to be specially designed with careful consideration being given to heat exchanger position and header geometry in an attempt to achieve the best performance from the heat exchangers. Tube and fin aluminium heat exchangers, similar to those used in automotive intercooler applications, were chosen primarily because they could be produced on a ‘one-off’ basis at a reasonable cost. There were other heat exchanger technologies available that would have yielded better performance from the available volume, but high one-off production costs precluded their use in the demonstrator different tube and fin heat exchangers were tested and used to validate a computational model. Once validated, the model was used to assess a wide range of possible heat exchanger configurations that could fit within the Thermo King SL200 chassis. Fitting the proposed heat exchangers within the existing chassis and around the mechanical drive system for the circulation fans, but while still achieving the necessary heat exchanger performance was very challenging. It was clear that potential heat exchanger performance was being sacrificed through the choice of tube and fin construction and by the constraints of the layout of the existing SL200 chassis. The final selection comprised two separate aftercooler units, while the single recuperator was a large, triple pass unit. Based on laboratory tests and the heat exchanger model, the anticipated effectiveness of both the recuperator and aftercooler units was 80%.6. InstrumentationA range of conventional pressure and temperature instrumentation was installed on the air-cycle demonstrator plant. Air temperature and pressure was logged at inlet and outlet from each heat exchanger, compressor and the turbine. The speed of the primary compressor was determined from the speed measurement on the diesel engine control unit, while the cold air unit was equipped with a magnetic speed counter. No air flow measurement was included on the demonstrator plant. Instead, the air flow rate was deduced from the previously obtained turbine performance map using the measurements of turbine pressure ratio and rotational . System testingDuring some preliminary tests a heat load was applied and the functionality of the demonstrator plant was established. Having assessed that it was capable of delivering approximately the required performance, the plant was transported to a Thermo King calorimeter test facility specifically for measuring the performance of transport refrigeration units. The calorimeter was ideally suited for accurately measuring the refrigeration capacity of the air-cycle demonstrator plant. The calorimeter was operated according to standard ARI 1100-2001; the absolute accuracy was better than 200W and all auxiliary instrumentation was calibrated against appropriate performance capacity of transport refrigeration units is generally rated at two operating conditions; 0 and −20 °C, and both at an ambient temperature of +30 °C. Along with the specified operating conditions of 0 and −20 °C, a further part-load condition at −20 °C was assessed. Considering that the air-cycle plant was only intended to demonstrate a concept and that there were concerns about the reliability of the gearbox and the cold air unit thrust bearing, it was decided to operate the plant only as long as was necessary to obtain stabilised measurements at each operating point. The demonstrator plant operated satisfactorily, allowing sufficient measurements to be obtained at each of the three operating conditions. The recorded performance is summarised .In total, the unit operated for approximately 3 h during the course of the various tests. While the demonstrator plant operated adequately to allow measurements, some smoke from the oil system breather suggested that the thrust bearing of the CAU was heavily overloaded and would fail, as had been anticipated at the design stage. Testing was concluded in case the bearing failed completely causing the destruction of the entire CAU. There was no evidence of any gearbox deterioration during . Discussion of measured performanceFrom the calorimeter performance measurements, the primary objective of the project had been achieved. A unique air-cycle refrigeration system had been developed within the same physical envelope as the existing Thermo King SL200 refrigeration unit, w

这位学长，我只知道国内最好的核心期刊是《暖通空调》，国外的就不清楚了，呵呵。要是太阳能相关的，可以发到《太阳能学报》。

暖通空调就很好了

暖通空调杂志

去暖通空调在线网站订阅就可以

推荐几册国外的建筑杂志Ta, Ga, （两个好像都是日本的） a+u El Croquis建筑素描(很不错西班牙的杂志，有很多个人专辑)detail建筑细部国内看的比较多的是 WA世界建筑 “建筑师” “建筑学报”

暖通专业的核心期刊有——《暖通空调》《太阳能学报》《建筑科学》《流体机械》《制冷学报》《土木建筑与环境工程》等等；其他一般的期刊就比较多了像《制冷与空调》（北京的，四川的）《建筑热能通风空调》《建筑节能》《节能技术》《供热与制冷》《山西建筑》等等；还有一类就是一些名校的学报（不在列举），也是值得参考的！！

登陆他们的网站，点击个性化订阅。以下是联系方式《暖通空调》编辑部地址：北京市西城区德胜门外大街36号A楼4层邮编： 100120电话： 010－88361727（主编） 010－88383814（杨爱丽） 010－68316357（刘学民） 010－57368821（于松波）010－68335394（李丽萍） 010－68330305（胡竹萍） 010－57368823（龚雪） 010－88362746（查询） 010－68363186（广告） 010－68362755（邮购）

暖通空调编辑部

要给你个电话么我们单位定着呢

《暖通空调》创刊于 1971 年，是中国建筑科学类核心期刊，国家期刊奖最高奖项获奖期刊，中国暖通空调行业惟一的中央级科技期刊，由建设部主管，亚太建设科技信息研究院、中国建筑设计研究院、中国建筑学会（暖通空调专业委员会）联合主办。本刊以实用技术为主，兼具学术性和信息性，在行业中最具影响力，被誉为权威刊物，深受广大读者喜爱，发行量在国内同行业刊物中遥遥领先。《暖通空调》始终以 “ 新颖、实用、准确、精练 ” 为办刊方针，以提高全行业素质、推动全行业技术交流与发展为宗旨，及时报道国家有关建筑节能和环境保护的重大技术政策，建筑环境与设备工程中供暖、通风、空调、制冷及洁净技术方面的研究成果、学术论文、先进技术、工程总结、设计经验、设备开发与运行管理以及行业学术活动与设备市场信息。《暖通空调》是世界最著名的建筑专业数据库 —— 国际建筑文献数据库 ICONDA 收录期刊，中国科技论文与引文数据库统计分析数据源刊，中国科学引文数据库来源期刊，中国学术期刊综合评价数据库统计源期刊，中国核心期刊（遴选）数据库收录期刊，中国期刊全文数据库收录期刊。《暖通空调》栏目设置：专题研讨、科技综述、标准规范、专业论坛、专题讲座、设备开发、设计参考、工程实例、技术交流、运行管理。《暖通空调》发行对象：从事建筑环境与设备工程中供暖、通风、空调、制冷、洁净等相关领域的工程设计、科研教学、施工安装、设备制造、运行管理的专业技术人员、管理人员、院校师生、房地产开发商和业主，以及对暖通空调制冷技术感兴趣的各界朋友。编辑单位：《暖通空调资讯》编辑部总编：王曙明执行总编：潘晓福执行主编：刘昊编辑部地址：常州市新北区黄山路99-5号4楼

暖通空调论文方向

暖通空调就是一个杂志啊或者其他自然学科的杂志

空调系统方案设计论文

1、运行控制设计

夏季除湿工况新风阀开度确定

夏季除湿工况，从节能角度，在保持最低换风次数要求的前提下，使新风阀处于最小开度。根据我国暖通空调规范规定：对于室温允许±℃波动范围的空调区域，换气次数应大于或等于5次/时（最小送风量）。保证最低换气次数，回风阀最小开度计算：为获取新风量数值，在新风直管段设置风速检测口，日常运行时封堵，检测时插入风速仪测量新风风速。参数定义：空调控制区域容积-VN空调新风量-Qx新风管截面积-Sx新风管测得风速-则新风量Qx=SxVx,欲使室内换风次数每小时达到5次，须满足：Vx=。通过调整新风阀开度，使风速vx满足上式要求，确认并记录该风速下的新风阀开度。为满足空调节能运行要求，夏季除湿阶段，新风阀可保持这一开度值，定期测试风速，实施新风阀开度值修正。

温、湿度分控模式

在夏季降温除湿工况时，将原有温、湿度联合控制程序调整为温、湿度独立分控程序，即根据室内回风含湿量(通过回风温湿度计算转化得出)与室内设定工况含湿量之间的差值，或根据新风湿度的变化跟踪室内设定工况湿度通过PI调节，来控制主表冷器（除湿通道）的.阀门开度；根据室内回风温度与室内设定温度之间的差值，来控制副表冷器（降温通道）的阀门开度。过渡季，仍按原变新风比或全新风运行，只是需要增加旁通新风阀的开关控制，具体逻辑是当室外工况进入过渡季、新风除湿电动冷水阀关闭，旁通新风阀应同时打开。当室外处于夏季除湿工况时、新风除湿电动冷水阀开度不为零，旁通新风阀应处于关闭状态。过渡季对新风量的调节仍由原新风、回风调节阀负责。

2、常规控制与双通道温湿度独立控制热力工况对比分析

参数定义

G1－新风量N－室内设定点G2－回风量W－夏季室外状态点G－总风量（G1+G2）C－混风状态点i－焓值L－机器露点Q－冷量消耗O－夏季送风状态点

常规空调系统在夏季除湿工况下的再热分析

常规夏季除湿空气热湿处理过程卷烟厂空调系统为卷烟生产工艺提供高精度的室内温湿度环境，系统一般都配有表冷、加热、加湿等多种热湿处理手段。常规空调系统夏季热湿处理过程为：新回风混合后，经表冷器降温除湿，再经加热器再热，达到送风状态点后向室内送风。其对应的空气处理过程焓湿图表述常规空调系统在夏季除湿工况下的空气处理过程焓湿图。

常规表冷处理冷量消耗计算1）混风状态点（C）焓值计算：根据：，得出：iC=iN+（iW-iN）2）冷量（Q）消耗计算：Q=（G1+G2）（iC-iL）=（G1+G2）（iN-iO）室内负荷+（G1+G2）（iO-iL）再热负荷+G1（iW-iN）新风负荷。

双通道温湿度独立处理方案的节能分析

双通道除湿工况空气热湿处理过程根据上文所述，空调系统双通道温湿度独立处理过程概括为：新风（或与部分回风混合）经主表冷器降温除湿，回风经副表冷器干冷却后，新回风进一步混合，达到送风状态点后向室内送风。

温湿度分控冷量消耗：1）混风状态点（C）焓值计算根据：=得出：iC=iN-(iN-iL)2）冷量（Q）消耗计算：Q=G1（iW-iL）+（G1+G2）（iC-iO）=（G1+G2）（iN-iO）室内负荷+G1（iW-iN）新风负荷温湿度分控冷量消耗与常规处理冷量消耗比较，常规夏季除湿空气热湿处理过程中（G1+G2）（iO-iL）再热负荷部分已消除。

3、结论

两种空气处理方式的节能点在于：温湿度分控方案节省了再热部分能耗；对于单一冷冻水管网系统，不会额外增加制冷机组的运行能耗，相反会减少因常规降温除湿过程的过冷负荷调节，降低制冷机组能耗。此方案可彻底解决夏季冷热相抵的不合理现象，大量节省夏季再热量和制冷量，可迅速收回初投资，节能效率十分明显。同时不影响过渡季变新风或全新风运行，空调机组硬件设备改动幅度小、改造难度不大。

暖通空调就很好啊，他的增刊很好，制冷与空调也行，得看自己侧重的行业

暖通空调工作论文

随着经济的迅速发展，能源和环境问题日益尖锐。在特别炎热的夏天，我们都切身地体会到了电力的紧张。可以预见，这种状况在今后还会出现，并且会日趋严重。一、暖通空调领域节能的重要性和可行性随着社会的发展，建筑能耗在总能耗中所占的比例越来越大，在发达国家已达到40%，据统计在湖南省也达到。在城市远高于这个比例。而在建筑能耗里，用于暖通空调的能耗又占建筑能耗的30%-50%，且在逐年上升。随着人均建筑面积的不断增大，暖通空调系统的广泛应用，用于暖通空调系统的能耗将进一步增大。这势必会使能源供求矛盾的进一步激化。另一方面，现有的暖通空调系统所使用的能源基本上是高品位的不可再生能源，其中电能占了绝对比例。对这些能源的大量使用，使得地球资源日益匮乏，同时也带来严重的环境问题，如在我国的一些地区酸雨、飘尘问题呈日益严重之势，对生态环境和可持续发展带来了很大影响。以湖南长沙地区为例，2003年夏季电力系统最大负荷大约为160万千瓦，据有关部门推算，其中空调系统的负荷就占了约60万千瓦。在最热的夏天，如果对暖通空调系统采取节能措施，不仅可以大大缓解电力紧张状况，同时对于降低不可再生能源的消耗、保护生态环境、维持可持续发展、振兴湖南经济等都有着重要的意义。根据暖通空调行业的研究成果，现有空调系统的能耗是惊人的，如果采用节能技术，现有空调系统节能20%-50%完全可能。显然，如果对长沙地区的空调系统和建筑系统采用节能措施，那么即使遇到今夏那样的炎热天气，长沙也不会超过现有电力系统峰值而停电了。二、暖通空调领域节能的途径与方法科学技术的不断进步，使暖通空调领域新的技术不断出现，我们可以通过多种方法实现暖通空调系统的节能。1、精心设计暖通空调系统，使其在高效经济的状况下运行暖通空调系统特别是中央空调系统是一个庞大复杂的系统，系统设计的优劣直接影响到系统的使用性能。例如系统往往都是按最大负荷设计的，而实际运行基本上是在部分负荷下运行，如果系统各部分的设计不能满足部分负荷运行的要求，那系统的能耗是很大的。又如新风系统的设计，系统应该能随着室外气象参数的变化改变新风量，以最大限度地缩短主机的开启时间。可以说空调系统的设计对系统的节能起着重要的作用。2、改善建筑维护结构的保温性能，减少冷热损失我们知道对于暖通空调系统而言，通过维护结构的空调负荷占有很大比例，而维护结构的保温性能决定维护结构综合传热系数的大小，亦即决定通过维护结构的空调负荷的大小。所以在国家出台的建筑节能设计规范和标准中，首先要求的就是提高维护结构的保温隔热性能。3、提高系统控制水平，调整室内热湿环境参数，尽可能降低空调系统能耗空调系统特别是舒适性空调系统对人体的作用是通过空气温度、湿度、风速、环境平均辐射温度进行的，人体对环境的冷热感觉是这些环境因素综合作用的结果。以往的空调控制方式仅仅是测控空气的温度湿度，甚至仅空气温度。显然是不全面的，势必带来许多问题，如空调系统对人体的作用不直接、当环境变化时对环境的调控不迅速、人体感到不舒适、空调系统的这种调控方式不节能。热湿环境研究成果的应用，为我们采用新的控制方式方法提供了理论基础。如果采用舒适性评价指标即体感指标作为空调系统的调控参数，如采用PMV或SET*指标对空调系统进行调控，不仅可以解决传统控制方法存在的弊病，而且可以实现大幅度的节能，据我们的初步研究表明，采用这种控制方法可使空调系统在人体舒适的条件下节能30%左右。4、采用新型节能舒适健康的空调方式如上所述，影响人体热舒适性的环境参数众多，不同的环境参数组合可以得到相同的热舒适性效果，但不同的热湿环境参数组合空调系统的能耗是不相同的。例如在冬季，如果我们采用传统的空调方式，把整个室内的空气加热，通过空气实现人体与环境的热湿交换，就需要较高的空气温度，此时通过维护结构的热损失和加热新风的热损失都比较大。如果我们根据热湿环境的研究成果，改变传统的空调方式，增加辐射热（如低温地板辐射采暖），此时所需要的空气温度降显著下降，一般可达到12~14度，而传统方式一般在18~20度，显然后者比前者具有显著的节能效果。在夏季也有类似的结果。5、推广应用使用可再生能源或低品位能源的空调系统随着空调系统的广泛应用，空调对不可再生能源的消耗将大幅度上升，同时对生态环境的破坏也在日趋加剧。如何利用可再生能源及低品位能源已经成了该领域重要的研究课题。地源热泵空调系统就是在这种形势下发展起来的，它利源地下恒温层土壤热显著提高空调系统的COP值，使得同等制热（或制冷）量下的系统能耗大幅度下降。另外，利用太阳能供热或制冷技术也在开发研究着。6、开展冷热回收利用的研究运用工作，实现能源的最大限度利用目前许多空调系统冷热回收利用研究也在蓬勃开展，如空调系统排风的全热回收器，夏季利用冷凝热的卫生热水供应等，都是对系统冷热的回收利用，显著提高了空调系统能源利用率。三、存在的问题与对策要实现空调系统的节能降耗，已经具备了许多成熟的条件，但同时也存在许多问题有待于解决：1、暖通空调系统的设计管理问题如前所述，空调系统的设计对空调系统的节能性有着重要的影响。然而在实际中往往得不到一些设计部门和设计人员的足够重视，使得设计建造的系统不仅初投资大，运行能耗也相当惊人，大大超过了国家标准。据实测，有的公共建筑的空调能耗占建筑总能耗的60%。为此，我们有必要建议政府有关职能部门加强对暖通空调设计项目的管理，可以委托相关技术部门如学会等对设计图纸文件进行严格审查，对未达到国家有关节能标准的设计严禁施工建造。2、暖通空调系统的运行管理问题除设计外，我们发现运行管理也起着重要的作用。有些单位的空调系统，一年四季只有开机关机和冬夏季转换操作，显然系统达不到相应的节能效果。为此要求运行管理人员不仅要有强烈的责任心，上岗前还必须要进行系统的培训和考核，对没有达到要求的，应重新培训，考核合格后才能上岗。在调查中我们发现，同样一套系统，管理人员不同，系统的能耗大不相同，有的甚至相差50%以上。3、新型空调方式、控制方法及新的节能技术的开发应用问题如前所述，采用新型空调方式、新的控制方法，不仅能显著提高热舒适性而且可以使系统大幅度节能。在我省对新型空调方式和控制方法的研究可以说在全国都是比较早的，并且已经取得了一些可喜的成果，只要政府部门略加扶持这些成果将很快能得到适用，并形成产业化，对这些项目的实施，将对我省的能源、环境和经济都将起到巨大的推动作用。4、公众对空调系统作用的理解观念问题对于舒适性空调系统，从本专业的角度来讲就是使人体有好的热舒适性。而在社会上我们常常发现一种这样的观念：认为空调在夏季是越冷冬季越热效果越好。这显然与舒适性空调的出发点相违背的。事实上，这样不仅大大增大了空调系统的能耗，同时由于室内外温差的增大，也使人体对不同环境的适应性下降，身体免疫力降低。这些可以通过宣传改变人们的观念。5、使用可再生能源空调系统的开发推广应用问题利用可再生能源的暖通空调系统，如地源热泵空调系统、太阳能制冷、供热系统，不仅有着显著的环境和社会效益，有的还有着显著的经济效益（如地源热泵空调系统），应大力开发推广。当然，和其他任何新技术一样，这些技术也存在着一些问题（如地源热泵系统的地源热提取问题等），也需要进一步研究完善，也需要政府部门的重视和支持。综上所述，暖通空调系统在建筑节能中占据重要的位置，起着重要的作用，节能技术的研究开发和运用是暖通空调系统、建筑系统节能的基础，政府职能部门的重视和支持，则是实现大幅度节能、产生显著的环境和社会效益、推动经济发展的保证。