CN114459132A

CN114459132A - Method and system for controlling subway large-system air conditioner adjustment in grading mode based on departure logarithm

Info

Publication number: CN114459132A
Application number: CN202210004567.0A
Authority: CN
Inventors: 武雪都; 鲍帅阳; 康跃进; 陈思远; 韩锐
Original assignee: Luoyang Rail Transit Group Co ltd
Current assignee: Luoyang Rail Transit Group Co ltd
Priority date: 2022-01-05
Filing date: 2022-01-05
Publication date: 2022-05-10
Anticipated expiration: 2042-01-05
Also published as: CN114459132B

Abstract

The invention provides a method and a system for controlling a large system air conditioner of a subway by stepping adjustment based on the number of departure pairs, wherein the method comprises the following steps: acquiring the number of departure logarithms of the subway station time by time, calling a pre-constructed first air permeability calculation model to obtain the air permeability of a time-by-time access and exit of the subway station, and calling a pre-constructed second air permeability calculation model to obtain the air permeability of a time-by-time shield door of the subway station; combining the time-by-time access and exit air seepage quantity of the subway station, the time-by-time shielding door air seepage quantity of the subway station and a pre-constructed unstructured air seepage heat gain calculation model to obtain the time-by-time unstructured air seepage heat gain of the subway station; determining the heat dissipation capacity of personnel in the subway station and the like, and obtaining the time-by-time load ratio of the subway station by combining the time-by-time unorganized ventilation heat gain of the subway station and a pre-constructed subway station load ratio calculation model; and generating a space-time gear shifting table according to the time-time load ratio of the subway station, and automatically adjusting the air conditioning mode according to the space-time gear shifting table during operation.

Description

Method and system for controlling subway large-system air conditioner adjustment in grading mode based on departure logarithm

Technical Field

The invention relates to the technical field of subway air conditioner control, in particular to a method and a system for controlling a subway large-system air conditioner in a stepping mode based on departure logarithm.

Background

Different from ground buildings, a subway station is usually underground and is communicated with the outside atmosphere mainly through a station access and a ventilation vertical shaft, and the subway station belongs to a large semi-open space, so that the subway thermal environment is special. Due to the piston wind effect caused by the train entering and exiting, the air leakage at the entrance and the exit and the air leakage at the shield door are strengthened, so that the air conditioning load of the subway station has very strong relevance to the movement of the train, which is often the problem ignored by the conventional control scheme.

The main flow of the existing control scheme of the subway air conditioner automatic control system is feedback control. Feedback control mainly has two problems:

(1) because the subway station belongs to the big space of half opening, consequently control response time is long, simultaneously because the air conditioner load of subway station receives the influence that the train sent out the car and brought the infiltration wind load again, has added strong disturbance in the feedback control process in other words, leads to feedback control to be difficult to stabilize, appears overshooting easily. In addition, in actual operation, in order to avoid passenger complaints caused by overhigh indoor temperature in the overshoot process, the indoor temperature control target is usually adjusted to be lower, so that excessive cooling is caused, and energy consumption is wasted;

(2) the monitoring variables are many, for example, the variable frequency control of the fan needs to monitor the indoor environment temperature, the control of the water valve of the air conditioning box needs to detect the outlet air temperature, and the control of the chilled water pump needs to detect the water supply temperature, the water return temperature, the water supply pressure, the water return pressure and the like of the pipeline. Therefore, when the partial data measurement result is inaccurate, an operation abnormality of the entire feedback control system may be caused.

In order to solve the above existing problems, people are always seeking a technical solution more suitable for subway stations.

Disclosure of Invention

The invention aims to overcome the defects of the prior art, and provides a method and a system for controlling the air conditioner of a large subway system by stepping adjustment based on the number of departure pairs.

In order to achieve the purpose, the invention adopts the technical scheme that:

the invention provides a method for controlling a large-system air conditioner of a subway in a grading manner based on the number of departure pairs, which comprises the following steps:

acquiring the number of the departure logarithm of the subway time by time, calling a pre-constructed first air permeability calculation model to acquire the air permeability G of the subway station time by time entrance and exit₁(ii) a The pre-constructed first air permeability calculation model is as follows:

G₁＝L×d×(-α₁×TDD²+α₂×TDD+α₃)

wherein G is₁The method comprises the steps of representing the air leakage quantity of a time-by-time access of a subway station, representing TDD representing the number of the time-by-time departure pairs of the subway, representing the length correction coefficient of a subway tunnel, representing the gap width correction coefficient of a subway shielded door, and representing alpha₁Denotes the first inlet/outlet air permeability coefficient, alpha₂Denotes the second inlet/outlet air permeability coefficient, α₃Representing a third inlet and outlet air seepage coefficient;

obtaining the number of the subway departure time by time pairs, calling a pre-constructed second air permeability calculation model to obtain the air permeability G of the subway station time-by-time shield door₂(ii) a The pre-constructed second air permeability calculation model is as follows:

G₂＝L×d×(-β₁×TDD³+β₂×TDD²-β₃×TDD+β₄)

wherein G is₂The method comprises the steps of representing the air leakage quantity of a subway station time-by-time shielded gate, representing TDD representing the number of the departure pairs of the subway time-by-time, representing the length correction coefficient of a subway tunnel, representing the gap width correction coefficient of the subway shielded gate, and representing beta₁Denotes the first screen door air permeability coefficient, beta₂Denotes the second screen door air permeability coefficient, beta₃Denotes the third screen door air permeability coefficient, beta₄Representing the air permeability coefficient of the fourth screen door;

reading enthalpy difference delta h between outdoor air and hall air of subway station₁Enthalpy difference delta h between air in subway tunnel and air in platform₂Combined with the air leakage quantity G of the time-by-time entrance/exit of the subway station₁Subway station time-by-time shielding door air leakage quantity G₂And a pre-constructed unstructured wind-seepage heat gain calculation model to obtain the hourly unstructured wind-seepage heat gain Q of the subway station_infiltration；

Determining heat dissipation Q of personnel in subway station_personAnd the gradual time inorganization wind seepage heat gain quantity Q is combined with the subway station_infiltrationAnd a pre-constructed subway station load ratio calculation model to obtain a subway station hourly load ratio theta;

presetting a plurality of preset load ratio intervals, wherein each preset load ratio interval corresponds to one air-conditioning mode gear, each air-conditioning mode gear is pre-configured with a dynamic adjustment strategy, and each dynamic adjustment strategy is coupled with a plurality of devices of an air-conditioning system of a subway station;

when the multi-equipment combined stepping automatic adjustment is carried out on the subway station centralized air conditioning system, firstly, the time-by-time load ratio theta of the subway station corresponding to each moment is calculated in advance according to outdoor temperature and humidity forecast data and a predicted time-by-time departure log table; calculating to obtain the air-conditioning mode gear controlled by the air-conditioning system at each moment according to the time-by-time load ratio theta of the subway station corresponding to each moment, and pre-configuring a time-by-time gear table: if the calculated hourly load ratio theta of the subway station is within the Nth preset load ratio interval, configuring the air-conditioning mode at the corresponding moment into the Nth gear;

when the air conditioning system operates, the air conditioning mode gears are automatically adjusted in sequence according to the space-time-by-space gear shifting table, dynamic adjustment strategies corresponding to different air conditioning mode gears are called, and dynamic adjustment is performed on the opening degree of an air exhaust valve, the opening degree of a return air valve, the opening degree of a fresh air valve, the frequency of a blower and the number of starting units, the frequency of a return air exhaust fan and the number of starting units, the opening degree of a water valve of an air conditioning box, the upper limit of current of a water chilling unit, the number of starting units of the water chilling unit, the frequency of a freezing pump and the number of starting units, the frequency of a cooling pump and the number of starting units, and the frequency of a fan of a cooling tower and the number of starting units in real time;

and when the air conditioning system automatically operates according to the space-time dispatching gear table, automatically acquiring real-time-by-time dispatching pairs, if the time-by-time dispatching pairs of a certain subway change, calculating a new subway station time-by-time load ratio theta according to the latest time-by-time dispatching pairs of the subway, judging whether the time-by-time load ratio theta of the new subway station and the pre-calculated time-by-time load ratio theta of the subway station are in the same preset load ratio interval, if not, determining an air conditioning mode gear corresponding to the time-by-time load ratio theta of the new subway station, and automatically adjusting the air conditioning mode by using the new air conditioning mode gear.

The invention provides a staged adjusting air-conditioning control system for a large subway system based on departure logarithm, which comprises:

the exit and entrance air leakage quantity calculation unit is used for acquiring the time-by-time departure logarithm of the subway, and acquiring the time-by-time exit and entrance air leakage quantity G of the subway station according to the time-by-time departure logarithm of the subway and a pre-constructed first air leakage quantity calculation model₁(ii) a The pre-constructed first air permeability calculation model is as follows:

G₁＝L×f×(-α₁×TDD²+α₂×TDD+α₃)

the shielded gate air leakage quantity calculation unit is used for acquiring the time-by-time departure logarithm of the subway and acquiring the time-by-time shielded gate air leakage quantity G of the subway station according to the time-by-time departure logarithm of the subway and a pre-constructed second air leakage quantity calculation model₂(ii) a The pre-constructed second air permeability calculation model is as follows:

G₂＝L×d×(-β₁×TDD³+β₂×TDD²-β₃×TDD+β₄)

an unorganized air infiltration heat gain quantity calculation unit for reading the enthalpy difference delta h between the outdoor air of the subway station and the air of the station hall₁Enthalpy difference delta h between air in subway tunnel and air in platform₂Combined with the air leakage quantity G of the time-by-time entrance/exit of the subway station₁Subway station time-by-time shielding door air leakage quantity G₂And a pre-constructed unstructured wind-seepage heat gain calculation model to obtain the hourly unstructured wind-seepage heat gain Q of the subway station_infiltration；

A time-by-time duty ratio calculation unit for determining the heat dissipation Q of the personnel in the subway station_personAnd the gradual time inorganization wind seepage heat gain quantity Q is combined with the subway station_infiltrationAnd a pre-constructed subway station load ratio calculation model to obtain a subway station hourly load ratio theta;

the system comprises a space-time gear table pre-configuration unit, a subway station air conditioning system and a control unit, wherein the space-time gear table pre-configuration unit is used for presetting a plurality of preset load ratio intervals, each preset load ratio interval corresponds to an air conditioning mode gear, each air conditioning mode gear is pre-configured with a dynamic adjustment strategy, and each dynamic adjustment strategy is coupled with a plurality of devices of the subway station air conditioning system; the method is also used for pre-calculating the time-by-time load ratio theta of the subway station corresponding to each moment according to outdoor temperature and humidity forecast data and a predicted time-by-time departure log table when the multi-equipment combined stepping automatic adjustment is carried out on the subway station centralized air-conditioning system; calculating to obtain the air-conditioning mode gear controlled by the air-conditioning system at each moment according to the time-by-time load ratio theta of the subway station corresponding to each moment, and pre-configuring a time-by-time gear table: if the calculated hourly load ratio theta of the subway station is within the Nth preset load ratio interval, configuring the air-conditioning mode at the corresponding moment into the Nth gear;

the air conditioning mode automatic adjusting unit is used for automatically adjusting the air conditioning mode gears in sequence according to the space-time-by-space gear shifting table when an air conditioning system runs, calling dynamic adjusting strategies corresponding to different air conditioning mode gears, and dynamically adjusting the air exhaust valve opening, the air return valve opening, the fresh air valve opening, the air feeder frequency and the starting number of the air feeder, the air return exhauster frequency and the starting number of the air return exhauster, the air conditioning tank water valve opening, the upper limit of the current of the water chilling unit, the starting number of the water chilling unit, the freezing pump frequency and the starting number of the freezing pump, the cooling pump frequency and the starting number, and the cooling tower fan frequency and the starting number in real time; and the air conditioning system is also used for automatically acquiring real-time-by-time departure logarithm when the air conditioning system automatically operates according to the time-by-time dispatching gear table, calculating a new subway station time-by-time load ratio theta according to the latest subway time-by-time departure logarithm if a certain subway station time-by-time departure logarithm is changed, judging whether the new subway station time-by-time load ratio theta and the pre-calculated subway station time-by-time load ratio theta are in the same preset load ratio interval, if not, determining an air conditioning mode gear corresponding to the new subway station time-by-time load ratio theta, and automatically adjusting the air conditioning mode by using the new air conditioning mode gear.

Compared with the prior art, the invention has prominent substantive characteristics and remarkable progress:

1) aiming at the special thermal environment that a subway station is in a semi-open large space and is greatly influenced by train movement, the time-by-time load ratio of the subway station is matched with the time-by-time departure logarithm of the subway, and the air conditioning mode flexibly follows the time-by-time load ratio of the subway station, so that the influence of the departure logarithm on unorganized wind seepage is taken into consideration, the preset air conditioning mode can be closer to the actual requirement, the problems of unstable feedback control and poor control effect of the conventional air conditioning system of the subway station are effectively solved, excessive cooling is avoided, and energy consumption is saved;

2) the invention can preset the space-time mode gear of the subsequent date without the participation of related sensors in control, solves the problem that the whole control accuracy is influenced once the measurement is inaccurate due to a plurality of monitoring variables in the conventional feedback control, and simultaneously greatly improves the timeliness;

3) on the basis of presetting the space-time air-conditioning mode gear of the subsequent date, if the situation that the number of the real-time departure pairs is changed under the emergency condition is monitored, the method can also automatically calculate the new load ratio, and automatically update the air-conditioning mode gear when the new load ratio and the pre-calculated load ratio are not in the same preset load ratio interval.

Drawings

FIG. 1 is a first flow chart of a control method for adjusting air conditioners of a large system of a subway in a grading manner based on departure logarithm, disclosed by the invention;

FIG. 2 is a second flow chart of the control method for adjusting the air conditioner of the large system of the subway in a stepping manner based on the number of departure pairs;

fig. 3 is a schematic structural diagram of the air conditioning control system for the metro large system with step adjustment based on the departure logarithm.

Detailed Description

The technical solution of the present invention is further described in detail by the following embodiments.

Example 1

As shown in the attached figure 1, the method for controlling the air conditioner of the large subway system in a grading manner based on the number of departure pairs comprises the following steps:

G₁＝L×d×(-α₁×TDD²+α₂×TDD+α₃)

obtaining the number of the subway departure time by time pairs, calling a pre-constructed second air permeability calculation model to obtain the air permeability G of the subway station time-by-time shield door₂(ii) a Pre-constructedThe second air permeability calculation model is as follows:

G₂＝L×d×(-β₁×TDD³+β₂×TDD²-β₃×TDD+β₄)

It should be noted that the change of the train departure logarithm causes the change of the tunnel air leakage at the shield door and the air leakage quantity at the entrance and exit, which has a large influence on the load of the subway station, and if this factor is ignored, the load ratio prediction is inaccurate, thereby affecting the control effect; according to the invention, the pre-constructed air permeability calculation model is adopted to respectively obtain the air permeability of the time-by-time access and exit of the subway station and the air permeability of the time-by-time shield door of the subway station, so that a more accurate time-by-time load ratio of the subway station is obtained, the air conditioning mode of a large subway system is more accurately adjusted dynamically, and the phenomena of overshooting, supercooling and the like are avoided.

The method for controlling the air conditioner of the large subway system by stepping adjustment based on the departure logarithm can be understood to carry out multi-equipment combined stepping automatic adjustment on the centralized air conditioner system of the subway station, wherein the stepping mode is that the air conditioner mode gear controlled by the air conditioner system at each moment is obtained by calculation according to the departure logarithm at each moment; each air-conditioning mode gear is coupled with a combined air-conditioning unit, an exhaust fan, a water chilling unit, a refrigeration pump, a cooling tower and other equipment of the air-conditioning system of the subway station; therefore, the problems that the frequency conversion control of the fan, the control of the chilled water pump and the like are independently controlled, so that a plurality of monitoring variables are caused, and the operation of the whole feedback control system is abnormal once the monitoring variables are measured inaccurately are solved.

In a specific embodiment, the method includes presetting 10 preset load ratio intervals, wherein each preset load ratio interval corresponds to an air-conditioning mode gear, and each air-conditioning mode gear is pre-configured with a dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 90% and less than or equal to 100%, judging that the hourly load ratio theta of the subway station is in a first preset load ratio interval, automatically adjusting an air conditioning mode to a 1 st gear, and calling a first dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 80% and less than or equal to 90%, judging that the hourly load ratio theta of the subway station is in a second preset load ratio interval, automatically adjusting the air conditioning mode to be the 2 nd gear, and calling a second dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 70% and less than or equal to 80%, judging that the hourly load ratio theta of the subway station is in a third preset load ratio interval, automatically adjusting the air conditioning mode to 3 rd gear, and calling a third dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 60% and less than 70%, judging that the hourly load ratio theta of the subway station is in a fourth preset load ratio interval, automatically adjusting the air-conditioning mode to 4 th gear, and calling a fourth dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 50% and less than 60%, judging that the hourly load ratio theta of the subway station is in a fifth preset load ratio interval, automatically adjusting the air-conditioning mode to 5 th gear, and calling a fifth dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 45% and less than 50%, judging that the hourly load ratio theta of the subway station is in a sixth preset load ratio interval, automatically adjusting the air-conditioning mode to 6 th gear, and calling a sixth dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 40% and less than 45%, judging that the hourly load ratio theta of the subway station is in a seventh preset load ratio interval, automatically adjusting the air-conditioning mode to 7 th gear, and calling a seventh dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 35% and less than 40%, judging that the hourly load ratio theta of the subway station is in an eighth preset load ratio interval, automatically adjusting the air-conditioning mode to 8 th gear, and calling an eighth dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 30% and less than 35%, judging that the hourly load ratio theta of the subway station is in a ninth preset load ratio interval, automatically adjusting the air-conditioning mode to 9 th gear, and calling a ninth dynamic adjustment strategy;

and when the hourly load ratio theta of the subway station is less than 30%, judging that the hourly load ratio theta of the subway station is in a tenth preset load ratio interval, automatically adjusting the air-conditioning mode to 10 th gear, and calling a tenth dynamic adjustment strategy.

Specifically, the correspondence between the preset load ratio interval, the air-conditioning mode gear and the dynamic adjustment strategy is shown in tables 1 to 4:

TABLE 1 GEAR METER (I)

Gear position	Name (R)	Load ratio theta	Air exhaust valve	Air return valve	New blast gate
						1	Air-conditioning mode 1 gear	90-100％	Close off	Full open	Small opening degree
2	Air-conditioning mode 2 gear	80-90％	Close off	Full open	Small opening degree
						3	Air-conditioning mode 3 gear	70-80％	Close off	Full open	Small opening degree
4	Air-conditioning mode 4-gear	60-70％	Close off	Full open	Small opening degree
						5	Air-conditioning mode 5 gear	50-60％	Close off	Full open	Small opening degree
6	Air-conditioning mode 6 gear	45-50％	Close off	Full open	Small opening degree
						7	Air-conditioning mode 7-gear	40-45％	Close off	Full open	Small opening degree
8	Air-conditioning mode 8-gear	35-40％	Close off	Full open	Small opening degree
						9	Air-conditioning mode 9 gear	30-35％	Close off	Full open	Small opening degree
10	Air-conditioning mode 10 gear	＜30％	Close off	Full open	Small opening degree

TABLE 2 GEAR METER (II)

TABLE 3 Shift table (III)

Watch 4 gear meter (IV)

The water chilling unit is provided with an upper current limit, the upper current limit of the water chilling unit is changed after the air conditioning mode is automatically adjusted, and other parameters of the cold machine are controlled by a built-in controller and a control program of the cold machine.

It can be understood that the opening of the air exhaust valve, the opening of the air return valve and the opening of the fresh air valve are also part of the control of the air conditioning system, and each dynamic adjustment strategy also comprises the adjustment strategies of the opening of the air exhaust valve, the opening of the air return valve and the opening of the fresh air valve in consideration of the integrity of the control of the air conditioner.

It should be noted that the air infiltration rate at the entrance and exit of the subway (the inorganization air infiltration rate entering the station hall through the entrance and exit) is mainly affected by the number of departure pairs, and the air infiltration rate of the shield door (the inorganization air infiltration rate entering the station hall through the shield door) is mainly affected by the number of departure pairs, the length of the tunnel and the width of the gap; the number of departure pairs is the most main influence factor, and the relation between the air seepage quantity and the number of departure pairs has no clear standard calculation formula, and the empirical value is often directly and simply taken during design; however, the field measurement shows that the empirical value and the actual air permeability are often greatly different, so that the prediction result of the load ratio is inaccurate.

It can be understood that the air permeability is related to various factors, and the air permeability can not be calculated according to a simple calculation formula by inputting only one station area, station height or departure logarithm in the prior art. Therefore, the invention selects a plurality of shielded gate subway stations as samples, adopts software (such as STESS) to model each subway station based on station parameters, inputs the parameters including the factors of tunnel length, departure logarithm, gap width, passenger flow and the like, and simulates and calculates the hourly access air permeability and shielded gate air permeability of each subway station. However, because the whole subway station model needs to be constructed by software, the workload of the software simulation calculation result is very large, and the software simulation calculation result is not suitable for on-site and real-time air conditioner control;

therefore, the method also carries out on-site actual measurement on the selected platform screen door subway station (sample), and tests to obtain the inlet and outlet air leakage rate and the platform screen door air leakage rate of different subway stations at different departure logarithm; and (3) combining the hourly access air permeability and the shield door air permeability calculated by software simulation and the on-site actually measured access air permeability and shield door air permeability, fitting to obtain the relationship among the subway station access air permeability, the shield door air permeability and the departure logarithm, and correcting by the influences of the tunnel length and the gap width to obtain the following air permeability calculation model.

It can be understood that through sensitivity analysis, the influence of other factors except the number of departure pairs on the air permeability is relatively small, when the other factors adopt a reasonable common parameter, the influence on the calculation result of the air permeability is small, and the precision is within an acceptable range; therefore, the pre-constructed first and second air permeability calculation models take the number of departure pairs as variables. In addition, the influence of other differences of different shield door subway stations is small; therefore, when a shielded gate subway station except one sample is faced, the hourly access air permeability and the shielded gate air permeability of the shielded gate subway station can be estimated by using a pre-constructed air permeability calculation model as long as the departure logarithm of the station is obtained.

Compared with the method for directly and simply taking the experience numerical value, the method can more accurately calculate the time-by-time access and exit air permeability of the subway station through the pre-constructed first air permeability calculation model, and can more accurately calculate the time-by-time shield door air permeability of the subway station through the pre-constructed second air permeability calculation model;

compared with a method for predicting the existing load to perform air conditioning control by using historical load (the conditions of control imbalance and excessive cooling caused by inaccurate load estimation of the existing subway station easily occur), the method for controlling the air conditioning of the large subway system by stepping adjustment based on the departure logarithm, which is provided by the invention, can effectively avoid the phenomenon that excessive cooling exists at the present.

Specifically, a first inlet and outlet air permeability coefficient alpha in a pre-constructed first air permeability calculation model₁23.338, second inlet and outlet air permeability coefficient alpha₂1284.6, second inlet and outlet air permeability coefficient alpha₃Is 1102; therefore, the pre-constructed first air permeability calculation model is as follows:

G₁＝L×d×(-23.338×TDD²+1284.6×TDD+1102)

wherein G is₁The air permeability of a subway station time-by-time entrance and exit is shown, and TDD shows the number of the time-by-time departure logarithm of the subway, and the unit is pair/hour (pair/h).

Specifically, the air leakage coefficient beta of the first shielded gate in the pre-constructed second air leakage quantity calculation model₁Is 1.940, and the second shielded gate has a wind permeability coefficient beta₂74.2, third screen door air infiltration coefficient beta₃574.7, fourth screen door air permeability coefficient beta₄Is 7978; therefore, the pre-constructed second air permeability calculation model is as follows:

G₂＝L×d×(-1.940×TDD³+74.2×TDD²-574.7×TDD+7978)

wherein G is₂The unit of the air leakage quantity of the time-by-time shield door of the subway station is cubic meter per hour (m)²And/h), TDD represents the time-by-time departure logarithm of the subway, and the unit is pair/hour (pair/h).

Specifically, the value of the subway tunnel length correction coefficient L is shown in the following table:

TABLE 5 Tunnel Length correction factor values

Tunnel length/m	Correction coefficient L
		0-500	0.9
500-1000	1
		＞1000	1.1

Specifically, the value of the metro platform screen door gap width correction coefficient d is shown in the following table:

TABLE 6 Shield door gap width correction factor

Shield door gap width/mm	Correction factor d
		10-15	0.8
15	1
		15-20	1.2

Further, the pre-constructed calculation model for the heat gain of the inorganization wind infiltration is as follows:

Q_infiltration＝ρ×(G₁×Δh₁+G₂×Δh₂)÷3600

wherein Q is_infiltrationThe unit of the heat obtained by the time-by-time unorganized wind seepage of the subway station is kW; ρ represents the air density, and is 1.2kg/m³；G₁The unit of the air leakage quantity of the time-by-time access of the subway station is m³/h；G₂The unit of the air leakage quantity of the shielding door of the subway station is m³/h；Δh₁Expressing the enthalpy difference between outdoor air of a subway station and air of a station hall, wherein the unit is kJ/kg; Δ h₂The enthalpy difference between the air of the subway tunnel and the air of the platform is expressed in kJ/kg.

It can be understood that the subway station time-by-time access and exit air leakage rate refers to the inorganization air leakage rate entering a subway station hall through a subway access and exit, and the subway station time-by-time shield door air leakage rate refers to the inorganization air leakage rate entering a subway station through a subway shield door.

Further, the pre-constructed subway station load ratio calculation model is as follows:

wherein theta represents the time-by-time load ratio of the subway station, Q_personThe heat dissipation capacity of personnel in the subway station is expressed in kW; q_infiltrationThe method is characterized in that the method represents the gradual time-by-time unorganized wind seepage and heat gain of a subway station, and the change is along with the change of departure logarithm, and the unit is kW; q_vThe heat irrelevant to the number of departure pairs after the subway is put into operation is represented, and the unit is kW; q_eThe sum of rated cooling capacities of all the coolers of the subway is represented, and the unit is kW.

In particular, the heat Q irrelevant to the number of departure pairs after the subway is put into operation_vComprises a subway station inner enclosure structure heat transfer quantity Q_enveAnd heat dissipation capacity Q of equipment in subway station_deciceEtc. Q_vThe influencing factors mainly comprise the area of a shielding door, the power of a lighting lamp, the power of an elevator and the like, and after the subway is put into operation, the number of departure pairs Q_vHas little influence on (so do)Considering the number of departure pairs, pair Q_vThe influence of the calculation result is small, and the calculation precision is acceptable.

According to the method, outdoor temperature and humidity forecast data and a daily departure log table are obtained, and a time-by-time load ratio theta of a subway station is calculated in advance through the model; presetting a time-by-time running gear (1-10 gears) of a subsequent date according to the relation between the time-by-time load ratio theta of the subway station and the air-conditioning mode gear; and all equipment of an air system and a water system of the air conditioning system operate according to the parameters set by the selected gears, and related sensors are not required to participate in control, so that the control accuracy of the air conditioner of the subway large system is ensured, and the control efficiency is greatly improved.

After the hour-by-hour running gear of the subsequent date is preset, the hour-by-hour departure logarithm of a certain subway is automatically acquired, and if the hour-by-hour departure logarithm of the certain subway changes (an emergency or other reasons occur), the air conditioning mode can be automatically adjusted so as to cope with the emergency, as shown in fig. 2.

It can be understood that the operation manager only needs to perform manual gear adjustment when the deviation of the actual situation is large, namely, the subway thermal environment deviates from a comfortable area.

Example 2

As shown in fig. 3, on the basis of embodiment 1, this embodiment provides a specific implementation manner of a subway major system air conditioning control system adjusted in stages based on departure logarithm, where the system includes:

G₁＝L×d×(-α₁×TDD²+α₂×TDD+α₃)

wherein G is₁The method comprises the steps of representing the air leakage quantity of a time-by-time access of a subway station, representing TDD representing the number of the time-by-time departure pairs of the subway, representing the length correction coefficient of a subway tunnel, representing the gap width correction coefficient of a subway shielded door, and representing alpha₁Indicates the first outCoefficient of inlet ventilation, alpha₂Denotes the second inlet/outlet air permeability coefficient, α₃Representing a third inlet and outlet air seepage coefficient;

G₂＝L×d×(-β₁×TDD³+β₂×TDD²-β₃×TDD+β₄)

Further, the air-conditioning mode automatic adjusting unit is specifically configured to:

when the hourly load ratio theta of the subway station is more than or equal to 80% and less than 90%, judging that the hourly load ratio theta of the subway station is in a second preset load ratio interval, automatically adjusting the air conditioning mode to be the 2 nd gear, and calling a second dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 70% and less than 80%, judging that the hourly load ratio theta of the subway station is in a third preset load ratio interval, automatically adjusting the air conditioning mode to 3 rd gear, and calling a third dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 30% and less than 35%, judging that the hourly load ratio theta of the subway station is in a ninth preset load ratio interval, automatically adjusting an air-conditioning mode to 9 th gear, and calling a ninth dynamic adjustment strategy;

Specifically, in the inlet/outlet air permeability calculation unit, a first inlet/outlet air permeability coefficient α in a first air permeability calculation model constructed in advance₁23.338, second inlet and outlet air permeability coefficient alpha₂1284.6, second inlet and outlet air permeability coefficient alpha₃Is 1102; therefore, the pre-constructed first air permeability calculation model is as follows:

G₁＝L×d×(-23.338×TDD²+1284.6×TDD+1102)

wherein G is₁The unit of the air leakage quantity of the time-by-time access of the subway station is cubic meter per hour (m)²And/h), TDD represents the time-by-time departure logarithm of the subway, and the unit is pair/hour (pair/h).

Specifically, in the shield door air permeability calculation unit, a first shield door air permeability coefficient β in a second air permeability calculation model constructed in advance₁Is 1.940, and the second shielded gate has a wind permeability coefficient beta₂74.2, third screen door air infiltration coefficient beta₃574.7, fourth screen door air permeability coefficient beta₄Is 7978; therefore, the pre-constructed second air permeability calculation model is as follows:

G₂＝L×d×(-1.940×TDD³+74.2×TDD²-574.7×TDD+7978)

Further, if L is 0 ≦ L ≦ 500m, L is 0.9; if L is more than 500m and less than or equal to 1000m, then L is 1; if L > 1000m, then L ═ 1.1; if d is more than or equal to 10mm and less than 15mm, d is 0.8; if d is 15mm, d is 1; if d is more than 15mm and less than or equal to 20mm, d is 1.2.

Further, in the calculation unit for calculating the amount of heat gained by infiltration of the unorganized air, a calculation model for calculating the amount of heat gained by infiltration of the unorganized air, which is constructed in advance, is as follows:

Q_infiltration＝ρ×(G₁×Δh₁+G₂×Δh₂)÷3600

Further, in the hourly load ratio calculating unit, a pre-constructed subway station load ratio calculating model is as follows:

wherein theta represents the time-by-time load ratio of the subway station, Q_personThe unit of the heat dissipation capacity of personnel in the subway station is kW; q_infiltrationThe method is characterized in that the method represents the gradual time-by-time unorganized wind seepage and heat gain of a subway station, and the change is along with the change of departure logarithm, and the unit is kW; q_vThe heat irrelevant to the number of departure pairs after the subway is put into operation is represented, and the unit is kW; q_eThe sum of rated cooling capacities of all the coolers of the subway is represented, and the unit is kW.

In particular, the heat dissipation capacity Q of personnel in the subway station_personThe calculation formula of (2) is as follows:

Q_person＝q_p×(N_hall+N_platform)

wherein q is_pRepresents the total heat removal capacity in kW/person for a normal adult male; n is a radical of_hallRepresenting the equivalent number of people in the subway station hall from time to time in units of people; n is a radical of_platfourmTo representThe equivalent number of the iron platform by time is human; a. the_inRepresenting the number of people arriving at the station time by time, A_outThe number of people leaving the station hour by hour is shown, and the units are people/h; t is t₁₁Representing the average time, t, that a passenger stays in the station hall when arriving at the station₂₁The average time of passengers staying at the platform when entering the station is expressed in min; t is t₁₂Representing the average time a passenger stays in the station hall when leaving the station, t₂₂Representing the average time a passenger dwells at a platform when outbound.

In particular, the heat Q irrelevant to the number of departure pairs after the subway is put into operation_vIncluding the heat transfer capacity Q of the inner enclosure structure of the subway station_enveAnd heat dissipation capacity Q of equipment in subway station_deciceEtc.;

heat transfer capacity Q of enclosure structure in subway station_enveThe calculation formula of (a) is as follows:

Q_PSD＝K_PSD×F_PSD×(t_tunnel-t_in)

wherein Q is_PSDRepresenting the heat transfer capacity of the shield door; k_PSDRepresents the heat transfer coefficient of the shield door with the unit of kW/m²·K；F_PSDDenotes the area of the screen door in m²；t_tunnelIndicating the air temperature, t, in the subway tunnel_inThe unit of the air temperature in the subway platform is;

equipment heat dissipation Q in subway station_deciceThe calculation formula of (a) is as follows:

wherein E is_lightRepresenting the public area lighting energy consumption with the unit of kWh; e_adThe energy consumption of the advertising light box is expressed in kWh; q_transThe unit of the heat dissipation capacity of the vertical traffic system is kW; p_q1Representing the power density, P, of equipment in the metro station hall_q2The unit of the power density of the equipment at the subway platform is W/m²；A₁Represents the area of the subway station hall building, A₂Represents the building area of the subway platform, and the unit is m²；Δτ_q1Indicating the opening time of equipment in the station hall of a subway, delta tau_q2The unit of the opening time of the subway platform equipment is h. Specifically, when the time-by-time departure logarithm TDD of the subway is 0, the delta tau_q1And Δ τ_q2Taking 0, when the time-by-time departure logarithm TDD of the subway is greater than 0, delta tau_q1And Δ τ_q2Taking 1;

E_lift-inrepresents the energy consumption of the vertical ladder in the subway station, E_lift-outThe unit of the energy consumption of the escalator in the subway station is kW; e_esc-inRepresents the energy consumption of the vertical ladder at the entrance and exit of the subway, E_esc-outAnd energy consumption of the escalator at the entrance and the exit of the subway is represented.

It should be noted that the heat transfer capacity Q of the enclosure structure in the subway station_enveMainly refers to the heat transfer quantity of the air and the shielding door in the tunnel; heat dissipating capacity Q of the device_deciceMainly comprises lighting equipment, vertical traffic system equipment and other equipment in a station (comprising a ticket checking gate, a ticket vending machine, a display screen and the like); in particular, the heat transfer coefficient K of the screen door_PSDThe heat transfer coefficient of glass; area F of shield door_PSDCan be obtained according to the measurement of building drawings.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention and not to limit it; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art will understand that: modifications to the specific embodiments of the invention or equivalent substitutions for parts of the technical features may be made; without departing from the spirit of the present invention, it is intended to cover all aspects of the invention as defined by the appended claims.

Claims

1. A control method for adjusting air conditioners of a large subway system in a grading manner based on departure logarithm is characterized by comprising the following steps:

acquiring the number of departure logarithms of the subway every time, and calling a pre-constructed first air permeability calculation model to acquire the subway trainAir leakage rate G at time-by-time entrance/exit of station₁(ii) a The pre-constructed first air permeability calculation model is as follows:

G₁＝L×d×(-α₁×TDD²+α₂×TDD+α₃)

G₂＝L×d×(-β₁×TDD³+β₂×TDD²-β₃×TDD+β₄)

Determining heat dissipation Q of personnel in subway station_personAnd the gradual time inorganization wind seepage heat gain quantity Q is combined with the subway station_infiltrationAnd a pre-constructed subway station load ratio calculation model is obtained to obtain the subway stationA time-to-time load ratio θ;

2. The dispatching logarithm-based large-system air conditioning control method for adjusting the subway in a grading manner according to claim 1, wherein a preset load ratio interval, an air conditioning mode gear and a dynamic adjustment strategy are correspondingly arranged one by one;

when the hourly load ratio theta of the subway station is more than or equal to 90% and less than or equal to 100%, automatically adjusting the air-conditioning mode to the 1 st gear, and calling a first dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 80% and less than 90%, automatically adjusting the air-conditioning mode to be the 2 nd gear, and calling a second dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 70% and less than 80%, automatically adjusting the air conditioning mode to 3 rd gear, and calling a third dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 60% and less than 70%, automatically adjusting the air-conditioning mode to be 4 th gear, and calling a fourth dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 50% and less than 60%, automatically adjusting the air-conditioning mode to the 5 th gear, and calling a fifth dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 45% and less than 50%, automatically adjusting the air-conditioning mode to the 6 th gear, and calling a sixth dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 40% and less than 45%, automatically adjusting the air-conditioning mode to 7 th gear, and calling a seventh dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 35% and less than 40%, automatically adjusting the air-conditioning mode to 8 th gear, and calling an eighth dynamic adjustment strategy;

when the hourly load ratio theta of the subway station is more than or equal to 30% and less than 35%, automatically adjusting the air-conditioning mode to be the 9 th gear, and calling a ninth dynamic adjustment strategy;

and when the hourly load ratio theta of the subway station is less than 30%, automatically adjusting the air-conditioning mode to 10 th gear, and calling a tenth dynamic adjustment strategy.

3. The dispatching logarithm-based large-system air-conditioning stepping regulation subway control method according to claim 1, wherein a first inlet and outlet air permeability coefficient alpha in a first air permeability calculation model constructed in advance₁23.338, second inlet and outlet air permeability coefficient alpha₂1284.6, second inlet and outlet air permeability coefficient alpha₃Is designated 1102.

4. The dispatching logarithm-based large-system air-conditioning stepping regulation subway control method according to claim 1, wherein a first shielded gate air permeability coefficient β in a second air permeability calculation model which is constructed in advance₁Is 1.940, and the second shielded gate has a wind permeability coefficient beta₂74.2, third screen door air infiltration coefficient beta₃574.7, fourth screen door air permeability coefficient beta₄Is 7978.

5. The dispatching logarithm-based large-system air-conditioning stepping regulation subway control method according to claim 1, wherein the pre-constructed unstructured wind-penetration heat-gain calculation model is as follows:

Q_infiltration＝ρ×(G₁×Δh₁+G₂×Δh₂)÷3600

wherein Q is_infiltrationShowing the heat gained by time-by-time unorganized air infiltration of a subway station, rho shows the air density, G₁Shows the air leakage rate G of the time-by-time access of the subway station₂Showing the air leakage quantity delta h of the shielding door of the subway station₁Represents the enthalpy difference between the outdoor air of the subway station and the air of the station hall, delta h₂Expressing the enthalpy difference between the air of the subway tunnel and the air of the platform;

the pre-constructed subway station load ratio calculation model comprises the following steps:

wherein theta represents the time-by-time load ratio of the subway station, Q_personRepresents the heat dissipation capacity, Q, of personnel in the subway station_vRepresents the heat quantity irrelevant to the number of departure pairs after the subway is put into operation, Q_eAnd the sum of the rated cold quantities of all the coolers of the subway is represented.

6. The utility model provides a stepping adjusts big system air conditioner control system of subway based on number of pairs of departure, its characterized in that includes:

G₁＝L×d×(-α₁×TDD²+α₂×TDD+α₃)

G₂＝L×d×(-β₁×TDD³+β₂×TDD²-β₃×TDD+β₄)

an unorganized air infiltration heat gain quantity calculation unit for reading the enthalpy difference delta h between the outdoor air of the subway station and the air of the station hall₁Enthalpy difference delta h between air in subway tunnel and air in platform₂Combined with the air leakage quantity G of the time-by-time entrance/exit of the subway station₁Subway vehicleStation time-by-time shielding door air leakage rate G₂And a pre-constructed unstructured wind-seepage heat gain calculation model to obtain the hourly unstructured wind-seepage heat gain Q of the subway station_infiltration；

the air conditioning mode automatic adjusting unit is used for automatically adjusting air conditioning mode gears in sequence according to the space-time-by-space gear table when an air conditioning system runs, calling dynamic adjusting strategies corresponding to different air conditioning mode gears, and dynamically adjusting the opening degree of an air exhaust valve, the opening degree of a return air valve, the opening degree of a fresh air valve, the frequency and the number of starting blowers, the frequency and the number of starting return air blowers, the opening degree of a water valve of an air conditioning tank, the upper limit of the current of a water chilling unit, the number of starting chilling units, the frequency and the number of freezing pumps, the frequency and the number of starting cooling pumps, the frequency and the number of cooling tower fans and the number of starting units in real time; and the air conditioning system is also used for automatically acquiring real-time-by-time departure logarithm when the air conditioning system automatically operates according to the time-by-time dispatching gear table, calculating a new subway station time-by-time load ratio theta according to the latest subway time-by-time departure logarithm if a certain subway station time-by-time departure logarithm is changed, judging whether the new subway station time-by-time load ratio theta and the pre-calculated subway station time-by-time load ratio theta are in the same preset load ratio interval, if not, determining an air conditioning mode gear corresponding to the new subway station time-by-time load ratio theta, and automatically adjusting the air conditioning mode by using the new air conditioning mode gear.

7. The staged adjustment metro large system air conditioning control system based on the departure logarithm according to claim 6, wherein the air conditioning mode automatic adjusting unit is specifically configured to:

8. The staged adjustment metro major system air conditioning control system based on departure logarithm according to claim 6, wherein in the entrance/exit air permeability calculation unit, a first entrance/exit air permeability coefficient α in a pre-constructed first air permeability calculation model₁23.338, second inlet and outlet air permeability coefficient alpha₂1284.6, second inlet and outlet air permeability coefficient alpha₃Is designated 1102.

9. The dispatching logarithm-based stepping regulation metro large system air conditioning control system according to claim 6, wherein in the shielded gate air permeability calculation unit, a first shielded gate air permeability coefficient beta in a second air permeability calculation model which is constructed in advance₁Is 1.940, and the second shielded gate has a wind permeability coefficient beta₂74.2, third screen door air infiltration coefficient beta₃574.7, fourth screen door air permeability coefficient beta₄Is 7978.

10. The staged adjustment subway large system air conditioner control system based on departure logarithm according to claim 6, wherein in the unstructured wind-infiltration heat-gain calculation unit, a pre-constructed unstructured wind-infiltration heat-gain calculation model is as follows:

Q_infiltration＝ρ×(G₁×Δh₁+G₂×Δh₂)÷3600