CN117901912A - Train global environment control method and system - Google Patents
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Abstract
The invention provides a global train environment control method and system, which aim to cope with complex driving scenes, meet the requirements of personnel comfort and realize comprehensive global environment optimization. The method comprises the steps of collecting parameters, wherein the parameters are used for monitoring physical and chemical environment parameters of a carriage; the multi-element comfort level analysis realizes analysis data interpretation under the comprehensive action of various environmental elements and early warning of uncomfortable environmental factors of the personnel through the comparative analysis of various environmental elements and standard comfort evaluation indexes of the train; the environment monitoring and managing system and other modules receive the analysis data result, balance the multi-element comfort, economy and low carbon performance by combining with a preset judging formula, determine the optimal regulation and control method of the carriage environmental control early warning parameters, are used for monitoring and managing controllable environments such as train heat, sound, light, air quality and the like, solve the problem of environment comfort in the train caused by complex driving scenes, and guide the green, comfortable and efficient operation of the high-speed rail train.
Description
Technical Field
The invention belongs to the technical field of train regulation and control, and particularly relates to a global train environment control method and system.
Background
Along with the improvement of the high-speed railway network and the improvement of the operation and maintenance level of the vehicle tunnel line in China, the demands of passengers on the travel of the high-speed railway are gradually changed from the emphasis on accessibility, safety and timeliness to the emphasis on health and comfort. Meanwhile, under the strategic background of 'double carbon', a comfortable, low-carbon and economic environmental control system becomes an important way for high-speed railway train to efficiently run.
The southwest university of traffic Lin Jianhui and the like propose a technical scheme that considers noise comfort, air pressure comfort, temperature comfort, humidity comfort and illumination comfort to improve passenger riding comfort. Along with the speed increase of the train and the expansion of railway network lines, the driving scene of the train is more and more complex, the environment in the train is caused to be complex and various, and the problem of passenger comfort is highlighted. According to a cooperative complementary mechanism of each physical environment characteristic parameter in the improvement of the multi-element comfort degree under different driving scenes, a train ring control method and a train ring control system meeting the multi-element comfort degree requirement of a human body are provided.
The related research of train environmental control excessively pays attention to the comfort demands of personnel, neglects the behavior adjustment and the physiological and psychological adaptability of the personnel in the train environment, not only causes the increase of the running energy consumption of an environmental control system, but also cannot comprehensively guarantee the comfort level of the personnel. Therefore, the optimal environmental control parameters of the carriage are determined by weighing and considering the target requirements of comfort, economy and low carbon, so that global optimization is realized.
Disclosure of Invention
In view of the above, the invention provides a global environment control method and system for a train, which are used for solving the problems that the related research of the existing train environmental control excessively pays attention to the comfort demands of personnel, neglects the behavior adjustment and the physiological and psychological adaptability of the personnel in the train environment, not only causes the increase of the running energy consumption of the environmental control system, but also cannot comprehensively guarantee the comfort level of the personnel.
The technical scheme adopted by the invention is as follows:
A method for global environmental control of a train, comprising:
step A: collecting environmental control operation parameters in a train carriage;
The train carriage environmental control operation parameters comprise: thermal environment parameters, acoustic environment parameters, light environment parameters, and air quality environment parameters. One or more parameters form the set of railcar environmental parameters { x1, x2, …, xn }.
The operating parameters included the following theory:
and determining the environment evaluation index of the heat, sound, light and air quality according to the human body heat balance theory and the Weber-Fisher law.
The human body thermal comfort depends on the human body thermal state, and is quantitatively characterized by adopting the heat storage rate S, wherein the heat storage rate is 0, namely the heat generation amount and the heat dissipation amount of the human body are equal, and the human body can be considered to be in a thermal neutral state.
The human body heat storage rate can be expressed as:
S＝(M-W)-Qsk-Qres＝(M-W)-(C+R+Esk)-(Rw+Rd)
s is human body heat storage rate (W/m 2);
m-human metabolism rate (W/M 2);
W-human body external output work (W/m 2);
Qsk-total loss of skin heat dissipation (W/m 2);
qres-total loss of respiratory heat dissipation (W/m 2);
R, human body radiation heat dissipation loss (W/m 2);
C, human convection heat dissipation loss (W/m 2);
E sk -skin evaporative heat loss (W/m 2);
R w -latent heat loss through respiration (W/m 2);
R d -sensible heat loss by respiration (W/m 2).
Because the sound, light and air quality are all threshold constraints, and the stimulation of each environment causes the human body to generate different sensations. The weber and the fishena are obtained by using the physical and psychological experiments: for medium-intensity stimuli, the human perception rating L is proportional to the logarithm of the objective stimulus R, so that the acoustic, optical and air quality environment evaluation is expressed by the Weber-Fisher law. I.e.
L＝k log R
Wherein R is objective environmental stimulus; l is a human perception rating; k is a coefficient.
And (B) step (B): calculating a multi-element comfort index of the carriage according to the operation parameters, and determining the environmental comfort level of the carriage based on the multi-element comfort index;
the step B specifically comprises the following steps:
Step B1: respectively calculating environmental evaluation indexes representing the sound, light, heat and air quality of the carriage;
The step B1 specifically comprises the following steps:
Step B11: the thermal sensation evaluation index PMV is calculated as shown in the following formula:
PMV＝(0.303e-0.036M+0.0275)×[M-W-3.05(5.733-0.007(M-W)-Pa)-0.42（M-W-58.2）-0.0173M（5.867-Pa）-0.0014M（34-ta）-3.96×10-8fcl((tcl+273)4-(tmr+273)4）-fclhc（tcl-ta)]
Wherein M is the human metabolism rate (W/M 2); w is the external output power of human body (W/m 2);Pa is the partial pressure of water vapor around the human body (kPa)), t a is the temperature of air around the human body (DEG C), f cl is the clothing area coefficient of the human body, t cl is the clothing surface temperature (DEG C), t mr is the average radiation temperature (DEG C), and h c is the convection heat exchange coefficient (W/(m 2 DEG C).
PMV＝f(x1,x2,x3,x4,M,Icl)
Wherein x 1 represents the indoor air temperature; x 2 represents the indoor air humidity; x 3 represents the indoor air flow rate; x 4 represents the indoor average radiation temperature; the human metabolism rate M and the clothing thermal resistance I cl are preset according to the general activity level of the train car passengers and the seasonal clothing.
Step B12: the acoustic environment evaluation index PMV noise is calculated as shown in the following formula:
Wherein x 5 is the indoor sound pressure level;
Step B13: the light environment evaluation index PMV illum is calculated as shown in the following formula:
Wherein x 6 is the indoor average illuminance;
Step B14: the indoor air quality index PMV IAQ is calculated from the CO2 concentration in the air environment, the inhalable particulate PM10 and the volatile organic compounds VOCs.
The concentration of CO2, inhalable particles and volatile organic compounds VOCs in the air environment have a great influence on human comfort. Thus, the air quality assessment was comprehensively assessed by the perception of this 3 item of contaminants.
The atmospheric CO2 concentration x 7 is related to the perceptibility rating L CO2 as follows:
The relationship of the inhalable particulate PM10 concentration x 8 to its perception rating LPM10 is as follows:
the volatile organic compound VOCs concentration x 9 is related to its perception rating LVOCs as follows:
Indoor air quality evaluation index PMV IAQ＝MAX(LCO2,LPM10,LVOCs
Wherein, the concentration of X 7 and CO2 is ppm; x 8 -concentration of inhalable particulate PM10, mg/m 3;
x 9 -concentration of volatile organic compounds VOCs, mg/m 3. The evaluation indexes all adopt the same graduation value to represent the reaction intensity, namely 0 is neutral, +/-1 is light reaction, +/-2 is moderate reaction and +/-3 is heavy reaction.
The method for determining the relation between various evaluation indexes of the comprehensive environment and the human comfort level comprises the following steps:
table 1 evaluation index value and comfort level of various environments
Step B2: determining a multiple comfort level index of the current environment based on the calculated environment evaluation index according to the comprehensive environment rating principle;
In step B2, the comprehensive environmental evaluation result is determined according to the barrel effect, i.e. when any environmental element causes discomfort to indoor personnel, the indoor environment is not satisfied. The evaluation indexes of the various environments represent the response intensity of personnel to environmental stimulus, and the meanings of the various rating indexes are the same, so that the comprehensive evaluation index of the indoor environment is that
PMVc＝max(PMV,PMVnoise,PMVillum,PMVIAQ)
Step B3: and determining the environmental comfort level of the carriage according to the multi-element comfort index.
Step C: judging whether the comprehensive carriage environment meets the comfort level requirement or not based on the carriage environment comfort level;
step D: if not, determining a regulation and control scheme in early warning parameters based on the comprehensive targets of low carbon, economy and comfort, and controllably regulating the carriage environment.
The step D specifically comprises the following steps:
Step D1: determining the degree di of deviation of all the early warning parameters from the comfort threshold value, and arranging the early warning parameters in order from large to small to be used as the order of orderly regulating and controlling the early warning parameters;
step D2: based on the initial value and the optimal comfort value of the early warning parameter, a dichotomy is adopted as an initial regulation scheme, and the updated value of parameter regulation is as follows Modulation schemes 1, 2..n were determined in this order until the difference between the modulation end value and the optimal comfort value was less than 2%. Screening a regulation scheme meeting the requirement of |Y1| is less than or equal to 1 as an alternative scheme;
step D3: evaluating the alternative scheme, and calculating a comprehensive environment evaluation value y1, an operation cost y2 and a carbon emission y3;
Step D4: according to the pareto dominance, if one solution is not worse than the other for all objective function values and is better than the other at least on one target, then this solution is considered to dominate the other, i.e. for regulatory solutions i, j there is |y1i|+|y1j|, y2i+.y2j, y3i+.y3j, and at least one objective function k (k=1, 2, 3), there is yki < ykj, then solution i is better than solution j, in non-dominance;
Step D5: based on the dominant relationship analysis, grouping the regulation and control schemes according to non-dominant relationship, and solving an optimal solution or a near-optimal solution;
Step D6: and sorting according to the priority levels among all the regulation schemes, and selecting the optimal solution from the non-dominant solution set as the final regulation scheme.
A train global environment control system, comprising:
and the acquisition module is used for: the system is used for collecting environmental control operation parameters in a train carriage;
And a judging module: the system comprises a plurality of operating parameters, a plurality of comfort indexes, a plurality of environmental comfort level determining unit and a control unit, wherein the operating parameters are used for calculating the plurality of comfort indexes of the carriage according to the operating parameters, and determining the environmental comfort level of the carriage based on the plurality of comfort indexes; then judging whether the comprehensive carriage environment meets the comfort level requirement or not based on the carriage environment comfort level;
and an adjusting module: if the judgment result of the judgment module is negative, a regulation and control scheme in early warning parameters is determined based on the comprehensive targets of low carbon, economy and comfort, and the carriage environment is controllably regulated.
In summary, due to the adoption of the technical scheme, the beneficial effects of the invention are as follows:
According to the invention, whether the multi-element comfort level index of the carriage environment meets the dissatisfaction rate requirement or not is determined in time, the environment adjustment scheme is determined, and the comprehensive targets of comfort, economy and low carbon are weighed, so that the multi-target optimal control of the train carriage can be realized, and the green, comfortable and efficient operation of the high-speed rail train is guided.
Drawings
The invention will now be described by way of example and with reference to the accompanying drawings in which:
FIG. 1 is a flow chart of a method of controlling a ring of the present invention;
Fig. 2 is a flow chart of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, based on the embodiments of the invention, which are apparent to those of ordinary skill in the art without inventive faculty, are intended to be within the scope of the invention.
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without collision.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without collision.
Example 1
As shown in fig. 1-2, the embodiment of the invention discloses a global environment control method for a train, which comprises the following steps:
step A: collecting environmental control operation parameters in a train carriage;
The train carriage environmental control operation parameters comprise: thermal environment parameters, acoustic environment parameters, light environment parameters, and air quality environment parameters. One or more parameters form the set of railcar environmental parameters { x1, x2, …, xn }.
The operating parameters included the following theory:
and determining the environment evaluation index of the heat, sound, light and air quality according to the human body heat balance theory and the Weber-Fisher law.
The human body thermal comfort depends on the human body thermal state, and is quantitatively characterized by adopting the heat storage rate S, wherein the heat storage rate is 0, namely the heat generation amount and the heat dissipation amount of the human body are equal, and the human body can be considered to be in a thermal neutral state.
The human body heat storage rate can be expressed as:
S＝(M-W)-Qsk-Qres＝(M-W)-(C+R+Esk)-(Rw+Rd)
s is human body heat storage rate (W/m 2);
m-human metabolism rate (W/M 2);
W-human body external output work (W/m 2);
Q sk -total skin heat dissipation loss (W/m 2);
Q res -total loss of respiratory heat dissipation (W/m 2);
R, human body radiation heat dissipation loss (W/m 2);
C, human convection heat dissipation loss (W/m 2);
E sk -skin evaporative heat loss (W/m 2);
R w -latent heat loss through respiration (W/m 2);
R d -sensible heat loss by respiration (W/m 2).
Because the sound, light and air quality are all threshold constraints, and the stimulation of each environment causes the human body to generate different sensations. The weber and the fishena are obtained by using the physical and psychological experiments: for medium-intensity stimuli, the human perception rating L is proportional to the logarithm of the objective stimulus R, so that the acoustic, optical and air quality environment evaluation is expressed by the Weber-Fisher law. I.e.
L＝k log R
Wherein R is objective environmental stimulus; l is a human perception rating; k is a coefficient.
And (B) step (B): calculating a multi-element comfort index of the carriage according to the operation parameters, and determining the environmental comfort level of the carriage based on the multi-element comfort index;
the step B specifically comprises the following steps:
step B1: respectively calculating environmental evaluation indexes representing the thermal, acoustic, optical and air quality of the carriage;
The step B1 specifically comprises the following steps:
Step B11: the thermal sensation evaluation index PMV is calculated as shown in the following formula:
PMV＝(0.303e-0.036M+0.0275)×[M-W-3.05(5.733-0.007(M-W)-Pa)-0.42(M-W-58.2)-0.0173M(5.867-Pa)-0.0014M(34-ta)-3.96×10-8fcl((tcl+273)4-(tmr+273)4)-fclhc(tcl-ta)]
Wherein M is the human metabolism rate (W/M 2); w is the external output power of human body (W/m 2);Pa is the partial pressure of water vapor around the human body (kPa)), t a is the temperature of air around the human body (DEG C), f cl is the clothing area coefficient of the human body, t cl is the clothing surface temperature (DEG C), t mr is the average radiation temperature (DEG C), and h c is the convection heat exchange coefficient (W/(m 2 DEG C).
PMV＝f(x1,x2,x3,x4,M,Icl)
Wherein x 1 represents the indoor air temperature; x 2 represents the indoor air humidity; x 3 represents the indoor air flow rate; x 4 represents the indoor average radiation temperature; the human metabolism rate M and the clothing thermal resistance I cl are preset according to the general activity level of the train car passengers and the seasonal clothing.
Step B12: the acoustic environment evaluation index PMV noise is calculated as shown in the following formula:
Wherein x 5 is the indoor sound pressure level;
Step B13: the light environment evaluation index PMV illum is calculated as shown in the following formula:
Wherein x 6 is the indoor average illuminance;
Step B14: and calculating the indoor air quality index PMV IAQ according to the concentration of CO2, inhalable particles and volatile organic compounds VOCs in the air environment.
The concentration of CO2, inhalable particles and volatile organic compounds VOCs in the air environment have a great influence on human comfort. Thus, the air quality assessment was comprehensively assessed by the perception of this 3 item of contaminants.
The atmospheric CO2 concentration x 7 is related to the perceptibility rating L CO2 as follows:
The relationship of the inhalable particulate PM10 concentration x 8 to its perception rating L PM10 is as follows:
The volatile organic compound VOCs concentration x 9 is related to its perceptibility rating L VOCs as follows:
Indoor air quality evaluation index PMV IAQ＝MAX(LCO2,LPM10,LVOCs
Wherein x 7 represents a CO2 concentration; x 8 represents the inhalable particulate PM10 concentration; x 9 represents the volatile organic compound VOCs concentration.
The evaluation indexes all adopt the same graduation value to represent the reaction intensity, namely 0 is neutral, +/-1 is light reaction, +/-2 is moderate reaction and +/-3 is heavy reaction.
The method for determining the relation between various evaluation indexes of the comprehensive environment and the human comfort level comprises the following steps:
table 1 evaluation index value and comfort level of various environments
Step B2: determining a multiple comfort level index of the current environment based on the calculated environment evaluation index according to the comprehensive environment rating principle;
In step B2, the comprehensive environmental evaluation result is determined according to the barrel effect, i.e. when any environmental element causes discomfort to indoor personnel, the indoor environment is not satisfied. The evaluation indexes of the various environments represent the response intensity of personnel to environmental stimulus, and the meanings of the various rating indexes are the same, so that the comprehensive evaluation index of the indoor environment is that
PMVc＝max(PMV,PMVnoise,PMVillum,PMVIAQ)
Step B3: and determining the environmental comfort level of the carriage according to the multi-element comfort index.
Step C: judging whether the comprehensive carriage environment meets the comfort level requirement or not based on the carriage environment comfort level;
step D: if not, determining a regulation and control scheme in early warning parameters based on the comprehensive targets of low carbon, economy and comfort, and controllably regulating the carriage environment.
The step D specifically comprises the following steps:
Step D1: determining the degree di of deviation of all the early warning parameters from the comfort threshold value, and arranging the early warning parameters in order from large to small to be used as the order of orderly regulating and controlling the early warning parameters;
step D2: based on the initial value and the optimal comfort value of the early warning parameter, a dichotomy is adopted as an initial regulation scheme, and the updated value of parameter regulation is as follows Modulation schemes 1, 2..n were determined in this order until the difference between the modulation end value and the optimal comfort value was less than 2%. Screening a regulation scheme meeting the requirement of |Y1| is less than or equal to 1 as an alternative scheme;
step D3: evaluating the alternative scheme, and calculating a comprehensive environment evaluation value y1, an operation cost y2 and a carbon emission y3;
Step D4: according to the pareto dominance, if one solution is not worse than the other for all objective function values and is better than the other at least on one target, then this solution is considered to dominate the other, i.e. for regulatory solutions i, j there is |y1i|+|y1j|, y2i+.y2j, y3i+.y3j, and at least one objective function k (k=1, 2, 3), there is yki < ykj, then solution i is better than solution j, in non-dominance; wherein Y1 is-3 to +3,0 represents an optimal value.
Step D5: based on the dominant relationship analysis, grouping the regulation and control schemes according to non-dominant relationship, and solving an optimal solution or a near-optimal solution;
Step D6: and sorting according to the priority levels among all the regulation schemes, and selecting the optimal solution from the non-dominant solution set as the final regulation scheme.
Example 2
In one embodiment of the present invention, referring to fig. 1, a global environment control system for a train includes:
and the acquisition module is used for: the system is used for collecting environmental control operation parameters in a train carriage;
And a judging module: the system comprises a plurality of operating parameters, a plurality of comfort indexes, a plurality of environmental comfort level determining unit and a control unit, wherein the operating parameters are used for calculating the plurality of comfort indexes of the carriage according to the operating parameters, and determining the environmental comfort level of the carriage based on the plurality of comfort indexes; then judging whether the comprehensive carriage environment meets the comfort level requirement or not based on the carriage environment comfort level;
and an adjusting module: if the judgment result of the judgment module is negative, a regulation and control scheme in early warning parameters is determined based on the comprehensive targets of low carbon, economy and comfort, and the carriage environment is controllably regulated.
The judging module comprises a signal transmission unit, a data analysis unit, a unit environment evaluation unit and a multi-element comfort degree evaluation unit. The signal transmission unit comprises a WIFI or Bluetooth receiving or sending unit and is used for receiving the physical environment parameters acquired by the monitoring module or sending an adjusting instruction to the equipment regulation and control unit. The data analysis unit comprises a thermal environment analysis unit, an acoustic environment analysis unit, a light environment analysis unit and an air quality analysis unit. The environment evaluation unit includes a thermal environment evaluation index, an acoustic environment evaluation unit, a light environment evaluation unit, and an air quality evaluation unit. The multi-element comfort level comprehensive unit comprises a physical environment parameter analysis unit and a multi-element comfort level evaluation integrated unit, wherein the physical environment parameter analysis unit is used for causing multi-element comfort of a human body.
The adjusting module comprises an early warning parameter identification unit, an adjusting scheme evaluation unit and a regulating and controlling equipment unit. The early warning parameter identification unit comprises judgment of all levels of environment indexes and target set values, determines early warning environment elements and further determines early warning parameters to be adjusted. The adjusting scheme evaluation unit comprises various adjusting and controlling measure analysis and multi-objective optimization decision, determines the optimal early warning parameter adjusting and controlling scheme, and finally sends the adjusting and controlling scheme to the adjusting and controlling equipment unit to implement global environment adjustment and control.
The specific implementation steps are as follows:
and setting a passenger clothing value according to the running season of the train carriage, taking 1.2clo in winter, 0.5clo in summer and 0.8clo in spring and autumn. The train car air temperature, average radiant temperature, air flow rate and relative humidity are within reasonable ranges for different seasons, see table 2. The passenger takes rest and the metabolism rate is set to 1.0met.
Table 2 reasonable ranges of cabin interior design parameters
| Season of the year | Temperature (. Degree. C.) | Relative humidity (%) | Wind speed (m/s) |
| Winter season | 18-24 | ≥30 | ≤0.2 |
| Spring and autumn | 18-28 | 30-70 | ≤0.3 |
| Summer season | 24-28 | ≤70 | ≤0.3 |
The temperature, humidity, flow rate and average radiation temperature of the cabin ambient air are sent to a thermal environment analysis unit, and a thermal environment evaluation index PMV is calculated. Wherein the average radiation temperature is derived parameters of air temperature, black ball temperature and air flow rate, and the calculation formula is as follows:
Wherein, t g is the temperature of the black ball, and the temperature is lower than the temperature;
t a -air temperature, DEG C;
V a -air flow, m/s;
d, diameter of black ball thermometer, m.
The environmental sound pressure level monitored by the noise sensor is sent to the acoustic environment evaluation unit and is based onAnd calculating an acoustic environment evaluation index.
The illuminance monitored by the illuminance sensor for multipoint test is sent to the light environment evaluation unit and is based on the result And calculating a light environment evaluation index.
The monitoring concentration values of sensors such as CO2 concentration, inhalable particles, volatile Organic Compounds (VOCs) and the like in the air environment are sent to an air quality analysis unit, perception ratings L CO2,LPM10,LVOCs of various chemical elements are calculated respectively, and then an indoor air quality evaluation index PMV IAQ＝MAX(LCO2,LPM10,LHCHO,LVOCs is calculated;
And then, the thermal environment evaluation index, the acoustic environment evaluation index, the light environment evaluation index and the air quality evaluation index send calculation results to a multi-comfort level comprehensive unit, and PMV c＝max(PMV,PMVnoise,PMVillum,PMVIAQ) is adopted to calculate a multi-comfort level value Y1, so that the influence of the measured environment parameters on the comprehensive comfort level is analyzed.
The evaluation grades of the above-mentioned various environments were determined according to table 1.
After the environment is rated, an environment regulation scheme is determined, and the specific steps are as follows:
If the |y1| exceeds 1, the environment multi-element comfort degree is regarded as not meeting the requirement, and adjustment is needed; otherwise, the regulatory device unit does not need to make any changes.
Searching sub-items of |PMV i | >1, and determining early warning environment elements:
If the PMV is more than 1, the thermal environment is required to be regulated, and the regulating equipment is a thermal-humidity control section and fan frequency of the train air conditioning system. Firstly, whether the environmental parameter x 1,x2,x3,x4 is in the range specified in the table 2 is searched, the early warning parameter is determined, and the early warning parameters are sequentially adjusted according to the priority sequence of the variable x i > air temperature x 1 > air flow rate x 3 > relative humidity x 4 which is beyond the range specified in the table 2.
If the absolute PMV noise is larger than 1, the sound environment is required to be regulated, the regulating equipment is a muffler, and the early warning parameter is sound pressure level x 5;
If the absolute PMV illum is larger than 1, the light environment is required to be regulated, the regulating equipment is a carriage lamp, and the early warning parameter is indoor average illuminance x 6;
if |PMV IAQ | >1, the indoor air quality needs to be adjusted, and the adjusting equipment is a filtering section and a fresh air return valve of the air conditioning equipment. And the indoor air quality is improved by starting the filtering device and adjusting the fresh air ratio. The early warning parameter is the concentration of pollutants such as carbon dioxide, inhalable particulate matter PM 10, volatile organic compounds VOCs and the like. If the carbon dioxide perception degree L co2 exceeds 1, the fresh air ratio is increased by adjusting the fresh air return valve. If the inhalable particulate perception L PM10 exceeds 1, the filter plate of the air conditioning system is turned on to reduce the PM 10 concentration. If the perception degree L HCHO of the volatile organic compounds VOCs exceeds 1, starting an activated carbon filter plate of the air conditioning system to reduce the concentration of the VOCs.
After the early warning environment elements are determined, a regulation scheme is further determined, and the flow is shown in fig. 2:
the primary modulation scheme is determined based on the optimal comfort values for the various environmental parameters given in table 3.
Table 3 recommended environmental parameters for optimal comfort
Enumerating a regulation scheme aiming at the early warning parameters. Based on the early warning parameter initial value x i,0 and the optimal comfort value x i,c, a dichotomy is adopted as an initial regulation scheme, and the parameter regulation update value is as followsModulation schemes 1, 2..n were determined in this order until the difference between the modulation end value and the optimal comfort value was less than 2%.
Screening the regulatory schemes meeting the requirement of |y1|.ltoreq.1 as alternative schemes.
Calculating the operating cost of each alternative regulation scheme
Wherein, P i is the operating power of various regulating and controlling equipment, kW;
t i, the regulation and control operation time length of various devices, and h;
C p -unit price of electricity, yuan/(kW.h);
m i -total consumable weight of ith regulatory equipment, kg;
t i -total service life of consumable parts, kg;
c Mi -unit mass consumable unit price per kg.
Carbon emission assessment cost
Wherein, C e is a unit power emission factor, kg/(kW.h), and the carbon emission amount generated by each consumption unit electric energy is 0.95 kg/(kW.h) of the power emission factor in northern cities in China;
m i -total consumable weight of ith regulatory equipment, kg;
Consumable recovery coefficient of alpha-i regulation and control equipment
H i -the unit carbon emission in the consumable production process of the ith regulation and control equipment.
Regulation scheme selection based on multi-objective optimization:
for the comfort target y1, the meanings of the running cost target y2 and the carbon emission target y3, the smaller the |y1|, y2, y3, the better the scheme. Scheme comparison is performed according to pareto dominance, and if the aforementioned regulatory schemes i, j exist |y1 i|≤|y1j|,y2i≤y2j,y3i≤y3j and at least one objective function k (k=1, 2, 3) exists and yk i＜ykj exists, scheme i is superior to scheme j and is in non-dominance. Based on the analysis of the dominant relations among the regulation and control schemes, the regulation and control schemes are grouped according to the non-dominant relations, and the optimal solution or the near-optimal solution in the group is solved.
The circuit, the electronic components and the modules are all in the prior art, and can be completely realized by a person skilled in the art, and needless to say, the protection of the invention does not relate to the improvement of software and a method.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (7)
1. A method for controlling global environment of a train, comprising:
step A: collecting environmental control operation parameters in a train carriage;
and (B) step (B): calculating a multi-element comfort index of the carriage according to the operation parameters, and determining the environmental comfort level of the carriage based on the multi-element comfort index;
Step C: judging whether the comprehensive carriage environment meets the comfort level requirement or not based on the carriage environment comfort level;
step D: if not, determining a regulation and control scheme in early warning parameters based on the comprehensive targets of low carbon, economy and comfort, and controllably regulating the carriage environment.
2. The method of claim 1, wherein in step a, the train car environmental-friendly operation parameters include: thermal environment parameters, acoustic environment parameters, light environment parameters, and air quality environment parameters.
3. The global environment control method for trains according to claim 2, wherein the step B specifically comprises the steps of:
Step B1: respectively calculating environmental evaluation indexes representing the sound, light, heat and air quality of the carriage;
Step B2: determining a multiple comfort level index of the current environment based on the calculated environment evaluation index according to the comprehensive environment rating principle;
step B3: and determining the environmental comfort level of the carriage according to the multi-element comfort index.
4. A global train environment control method according to claim 3, wherein the step B1 specifically comprises the steps of:
Step B11: the thermal sensation evaluation index PMV is calculated as shown in the following formula:
PMV＝0.303e-0.036M+0.0275
×M-W-3.055.733-0.007(M-W)-Pa-0.42M-W-58.2
-0.0173M5.867-Pa-0.0014M34-ta-3.96
×10-8fcl(tcl+273)4-(tmr+273)4-fclhctcl-ta
Wherein M represents the metabolism rate of the human body, W represents the external output power of the human body, P a represents the partial pressure of water vapor around the human body, t a represents the temperature of air around the human body, f cl represents the area coefficient of clothing of the human body, t cl represents the surface temperature of clothing, t mr represents the average radiation temperature, and h C represents the convective heat transfer coefficient;
PMV＝f(x1,x2,x3,x4,M,Icl)
Wherein x 1 represents the indoor air temperature; x 2 represents the indoor air humidity; x 3 represents the indoor air flow rate; x 4 represents the indoor average radiation temperature; the human metabolism rate M and the clothing thermal resistance I cl are preset according to the general activity level of the train car passengers and the seasonal clothing.
Step B12: the acoustic environment evaluation index PMV noise is calculated as shown in the following formula:
Wherein x 5 is the indoor sound pressure level;
Step B13: the light environment evaluation index PMV illum is calculated as shown in the following formula:
Wherein x 6 is the indoor average illuminance;
Step B14: the indoor air quality index PMV IAQ is calculated from the CO2 concentration, respirable particulate matter, and volatile organic compounds VOC s in the air environment.
5. The global environment control method of claim 4, wherein in step B2, the comprehensive environment rating principle is determined by:
PMVc＝max(PMV,PMVnoise,PMVillum,PMVIAQ)。
6. The global environment control method for trains according to claim 1, wherein the step D specifically comprises the steps of:
Step D1: determining the degree di of deviation of all the early warning parameters from the comfort threshold value, and arranging the early warning parameters in order from large to small to be used as the order of orderly regulating and controlling the early warning parameters;
step D2: based on an early warning parameter initial value x i,0 and an optimal comfort value x i,c, adopting a dichotomy as an initial regulation scheme;
Step D3: evaluating each scheme, and calculating a comprehensive environment evaluation value y 1, an operation cost y 2 and a carbon emission y 3;
Step D4: according to the pareto dominance, if one solution is not worse than the other for all objective function values and is better than the other at least on one target, then this solution is considered to dominate the other, i.e. for regulatory solutions i, j there is |y1i|+|y1j|, y2i+.y2j, y3i+.y3j, and at least one objective function k (k=1, 2, 3), there is yki < ykj, then solution i is better than solution j, in non-dominance;
Step D5: based on the dominant relationship analysis, grouping the regulation and control schemes according to non-dominant relationship, and solving an optimal solution or a near-optimal solution;
Step D6: and sorting according to the priority levels among all the regulation schemes, and selecting the optimal solution from the non-dominant solution set as the final regulation scheme.
7. A global environmental control system for a train, configured to implement the method of claims 1-6, comprising:
and the acquisition module is used for: the system is used for collecting environmental control operation parameters in a train carriage;
And a judging module: the system comprises a plurality of operating parameters, a plurality of comfort indexes, a plurality of environmental comfort level determining unit and a control unit, wherein the operating parameters are used for calculating the plurality of comfort indexes of the carriage according to the operating parameters, and determining the environmental comfort level of the carriage based on the plurality of comfort indexes; then judging whether the comprehensive carriage environment meets the comfort level requirement or not based on the carriage environment comfort level;
and an adjusting module: if the judgment result of the judgment module is negative, a regulation and control scheme in early warning parameters is determined based on the comprehensive targets of low carbon, economy and comfort, and the carriage environment is controllably regulated.
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